ORILLIA WEST TRANSPORTATION PLANNING STUDY

ORILLIA WEST TRANSPORTATION PLANNING STUDY City of Orillia 5 & 10 Year Improvement Plans Final Report prepared by: C.C. Tatham & Associates Ltd. 50 Andrew Street South, Suite 100 Orillia, ON L3V 7T5 Tel: (705) 325-1753 Fax: (705) 325-7420 info@cctatham.com prepared for City of Orillia June 2011 CCTA File 306834

TABLE OF CONTENTS 1 Introduction 1 1.1 Background 1 1.2 MTO Review & Approval 1 1.3 Study Purpose 3 2 2010 Conditions 4 2.1 Developments 4 2.2 Road System Improvements 4 3 5-Year Improvement Plan 6 3.1 Initial 5-Year Plan 6 3.2 Highway 12 & Atlantis Drive/Fairgrounds Road 6 3.3 Highway 12 & West Ridge Boulevard/Murphy Road 8 3.4 Highway 12 & Monarch Drive 8 3.5 Highway 12 & Line 15 9 3.6 Old Barrie Road & University Avenue (West Ridge Boulevard ext n) 9 3.7 Old Barrie Road & Highway 11 SB ramps 9 3.8 Old Barrie Road & Highway 11 NB ramps 10 3.9 Final 5-Year Plan 10 4 10-Year Improvement Plan 12 4.1 Initial 10-Year Plan 12 4.2 Highway 12 & Atlantis Drive/Fairgrounds Road 12 4.3 Highway 12 & Monarch Drive 12

4.4 Highway 12 & Highway 11 SB/NB Off-Ramps 14 4.5 Monarch Drive & West Ridge Boulevard 15 4.6 Old Barrie Road & Highway 11 SB ramps 15 4.7 Old Barrie Road & Line 15 N 16 4.8 Final 10-Year Plan 16 5 Implementation 18 APPENDICES Appendix A: MTO Consultation LIST OF TABLES Table 1: MTO & CCTA Correspondence 1 LIST OF FIGURES Figure 1: Study Area 2 Figure 2: 2013 Improvements - Initial 7 Figure 3: 2013 Improvements - Final 11 Figure 4: 2018 Improvements - Initial 13 Figure 5: 2018 Improvements - Final 17

1 Introduction 1.1 Background - Orillia West Transportation Study C.C. Tatham & Associates Ltd. (CCTA) were retained by the City of Orillia to prepare a transportation planning study in support of development within the Orillia West area, defined by Old Barrie Road, Line 15 N, Highway 12 and Highway 11 (as illustrated in Figure 1). The overall purpose of the study was to assess the transportation needs of the area road network given existing conditions (reflective of the year 2008) and future traffic projections for the horizon years of 2013, 2018 and 2028 (ie. 5, 10 and 20-year planning horizons). In conjunction with the needs and justification, the study identified a feasible road improvement strategy and recommended a corresponding implementation plan to guide the improvements to the area road network through to 2028. In April 2008, the Orillia West Transportation Study was completed and subsequently approved by the City of Orillia. 1.2 MTO Review & Approval - Orillia West Transportation Study The Orillia West Transportation Study was also submitted to the Ministry of Transportation of Ontario (MTO), on behalf of the City of Orillia, for review and approval. MTO approvals are necessary as they have jurisdiction over Highways 11 and 12, both of which are within the study area, and furthermore as the study area itself is within the MTO permit control area for the noted highways. Following their review, the MTO provided comments on several occasions, which in turn were followed by response letters prepared by CCTA. A chronology of the review correspondence is noted below, with copies of the corresponding letters provided in Appendix A. The references noted (MTO1, CCTA1, etc.) are used further in this report. Table 1: MTO & CCTA Correspondence MTO Review Letter CCTA Response Letter MTO1 June 19, 2008 CCTA1 August 19, 2008 MTO2 November 19, 2008 CCTA2 February 18, 2009 MTO3 June 22, 2009 CCTA3 March 2, 2010 MTO4 June 8, 2010 CCTA4 November 19, 2010 MTO5 April 18, 2011 Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 1 June 2011

N Study Area City of Orillia limits Orillia West Transportation Planning Study Study Area 1 Figure

As noted in several of the MTO review comments and CCTA response comments, the need for road improvements in the 5, 10 and 20 year horizons will be subject to realization of the predicted traffic volumes and corresponding intersection operations. Given the uncertainties with respect to the future development levels, land uses and rate of growth (in several instances, the study considered future development potential based on current land use designations, where development plans or proposals were not available), which were the basis for the traffic projections, the need for associated road system improvements must be reviewed and confirmed as development occurs. As the level of uncertainty increases with the length of the horizon period (ie. there are greater uncertainties associated with the 20-year horizon as compared to the 5-year horizon), recommendations for longterm improvements should be considered in an appropriate context. 1.3 Study Purpose - 5 & 10 Year Improvement Plans The purpose of this study is to focus on the 5 and 10 year planning horizons and the associated road improvements as originally established in the Orillia West Transportation Study, with consideration for the corresponding MTO comments and CCTA responses. The intent is to obtain final MTO approvals of the area road improvements, which would allow the City to commence planning and implementation of the desired improvements to their road system (recognizing that these latter steps may take several years for planning, budgeting, design and construction). Several of the road improvements noted relate to MTO or Township of Severn roads and thus it is expected that appropriate cost sharing agreements would be established for each (which may or may not involve the City depending on the road jurisdiction). The remainder of this report will review the recommendations of the original study and summarize the results of the MTO review and consultation as they pertain to the 5 and 10 year horizons. Where appropriate, recommendations will be revised. 1.4 MTO Review & Approval - 5 & 10 Year Improvement Plans Following their review of the initial 5 & 10 Year Improvement Plans report (which was submitted in November 2010), the MTO has indicated that they are proceeding with their own preliminary design study of Highway 12 through the study area, including both interchanges with Highway 11. As such, they were not able to commit to cost sharing on any of the recommended road improvements. Furthermore, the MTO was not able to provide approval of any identified road improvements relating to the Highway 12 corridor. Rather, they noted that the need for improvements, the preferred improvement strategy and the timing of such would be addressed through their study. A copy of the MTO letter, dated April 18, 2011, is provided in Appendix A. In this respect, while this study has been issued as a final report, it has not been formally approved by the MTO pending completion of their separate preliminary design study. Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 3 June 2011

2 2010 Conditions As previously noted, the transportation study was initiated in response to considerable growth within the Orillia West Area. Over the past several years, since completion of the initial study, a number of developments and road system improvements have been advanced within the study area, as discussed below. 2.1 Developments The following developments have been initiated and/or completed since the initial study: West Orillia Sports Complex located on University Avenue just north of Old Barrie Road (consists of 2 indoor ice rinks, 4 outdoor tennis courts & 4 outdoor athletic fields); Sunrise Toyota located on the NW corner of Highway 12 and Fairgrounds Road; Midas Automotive located within the West Ridge Power Centre (853 West Ridge Boulevard); Galaxy Cinemas located within the West Ridge Power Centre (865 West Ridge Boulevard); WalMart Superstore located on Murphy Road just north of Highway 12 (the previous WalMart within the West Ridge Power Centre remains empty); Lakehead University Orillia Campus located on University Avenue; and a stormwater management facility located at the NW corner of University Avenue and Old Barrie Road. It is noted that all of the above were addressed in the Orillia West Transportation Study and thus the associated traffic volumes are included in the future forecasts. While the stormwater management facility will not generate any significant volume of traffic, it has been noted in that it occupies a significant area of land that was considered as employment land in the development of the future traffic projections. 2.2 Road System Improvements In conjunction with the above developments, the following road improvements have been initiated and/or completed since the initial study: extension of West Ridge Boulevard from Stone Ridge Boulevard to Old Barrie Road (the extension is now referred to as University Avenue); reconstruction of Murphy Road from the new WalMart site to the Highway 12 intersection; and construction of a WB right turn lane on Highway 12 at Murphy Road to serve the new WalMart site. Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 4 June 2011

It is noted that University Avenue has been constructed to its ultimate 5 lane platform (ie. 2 lanes per direction + a centre turn lane). No other road improvements have been undertaken and nor are such currently programmed. In their correspondence of June 19, 2008, MTO noted In addition, please be aware that the five year Southern Ontario Highways Program does not contain any Highway 11 or Highway 12 expansion projects within the City of Orillia. It is understood that this position remains unchanged (as confirmed in their correspondence of June 8, 2010). As previously noted, the MTO has recently initiated a preliminary design study to review the need for improvements along Highway 11 through the study area, including its interchanges with Highway 12 (MTO4 & MTO5). No definitive findings from this MTO study are expected in the immediate future. Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 5 June 2011

3 5-Year Improvement Plan This chapter will focus on the 5-year planning horizon, corresponding to the year 2013. Any improvements recommended for immediate implementation (ie. 2008) have also been considered in the 5-year program. 3.1 Initial 5-Year Plan The 5-year improvement plan, as per the Orillia West Transportation Study is presented in Figure 2. Each recommended improvement has been reviewed in context of the MTO consultation with consideration for the development and road improvements that have occurred over the past several years. Where appropriate, reference to the MTO correspondence is noted in brackets (reference pertains to that noted in Table 1). 3.2 Highway 12 & Atlantis Drive/Fairgrounds Road Initial Recommendation traffic signals exclusive left turn lane on all approaches While MTO signal warrants are not satisfied for the 2013 conditions, signalization is recommended to ensure appropriate intersection operations, given the high volume of through traffic on Highway 12. Without traffic signals, delays in excess of 1000 seconds, resulting in a level of service F, will occur during the 2013 PM peak hour on Fairgrounds Road. Discussion MTO has confirmed that signal warrants are not met under the 2013 conditions and signals should only be installed as warranted (MTO2). They further suggested that signals would likely be acceptable under 2018 conditions as the warrants would be close to being satisfied. In conjunction with the signalization, a realignment of the Fairgrounds Road/Atlantis Drive approaches would also be required to ensure an appropriate angle of intersection (MTO2). MTO has also indicated the need for a WB right turn lane (MTO1, 2 & 3) and an EB right taper (MTO3) on Highway 12. While not warranted by traffic operations, the warrant for the WB right turn lane is satisfied by existing volumes. As such, MTO has suggested cost sharing is justifiable for locations warranting right turn lanes/tapers on the highway. Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 6 June 2011

LINE 15 N FAIRGROUNDS ROAD MURPHY ROAD CEMETARY SB OFF-RAMP HWY 11 ON-RAMP channelized right ON-RAMP NB OFF-RAMP BASS LAKE S/R LEGEND MONARCH DRIVE right turn lane through lane left turn lane N. LINE 15 HWY 11 shared though-right shared left-through shared left-through-right ENUE UN NIVERSITY AV HUNTER VALLEY RD shared left-right stop control (on minor leg) signal control 2008 configuration 2008 recommended 2013 recommended SOUTHBOUND ON &OFFRAMPS NORTHBOUND ON & OFF RAMPS OLD BARRIE ROAD note: as per Figure 25 of the Orillia West Transportation Study N Orillia West Transportation Planning Study Figure 2013 Improvements - Initial 2

Final Recommendation traffic signals with realignment of Fairgrounds Road/Atlantis Drive approaches exclusive left turn lane on all approaches WB right turn lane and EB right turn taper (as per MTO comments) 3.3 Highway 12 & West Ridge Boulevard/Murphy Road Initial Recommendation WB right turn lane Discussion The WB right turn lane has been constructed to support the new WalMart store on Murphy Road. MTO has indicated that right turn lanes should be provided at all intersections when the right turn movement exceeds 60 vehicles per hour (MTO2). Otherwise, MTO is not in favour of shared throughright lanes on higher volume roads. In consideration of this, an EB right turn lane is warranted based on existing conditions. As with the right turn lane at Fairgrounds Road, it is expected that MTO will consider cost sharing for this improvement. Final Recommendation EB right turn lane (as per MTO comments) 3.4 Highway 12 & Monarch Drive Initial Recommendation no improvements for 2013 Discussion Further to MTO comments (MTO2), an EB right turn lane is warranted based on existing conditions and in this respect, MTO will consider cost sharing. Final Recommendation EB right turn lane (as per MTO comments) Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 8 June 2011

3.5 Highway 12 & Line 15 Initial Recommendation no improvements for 2013 Discussion Further to MTO comments (MTO2), EB and WB right turn lanes are warranted based on existing conditions. Final Recommendation EB and WB right turn lane (as per MTO comments) 3.6 Old Barrie Road & University Avenue (West Ridge Boulevard ext n) Initial Recommendation traffic signals separate SB left turn lane and SB right turn lane EB left turn lane and WB right turn lane on Old Barrie Road Discussion The above recommendations have been implemented in conjunction with the extension of West Ridge Boulevard as University Avenue. The traffic signals will be implemented when warranted (all underground works to facilitate future signal installation has otherwise been completed). 3.7 Old Barrie Road & Highway 11 SB ramps Initial Recommendation traffic signals realign the intersection to better accommodate the primary east-west movements separate SB left and right turn lanes EB left turn lane and WB right turn lane Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 9 June 2011

Discussion This intersection is the subject of a Preliminary Design Study recently initiated by the MTO (MTO4). It is expected that the need for improvements will be confirmed including the realignment of the Old Barrie Road approach to orient east-west traffic as the major movement (which is consistent with the future travel demands). Final Recommendation traffic signals realign the intersection to better accommodate the primary movements separate SB left and right turn lanes EB left turn lane and WB right turn lane above improvements to be confirmed as per MTO Preliminary Design Study 3.8 Old Barrie Road & Highway 11 NB ramps Initial Recommendation EB left turn lane on Highway 11 Discussion The MTO noted that while the EB left turn lane is warranted by existing traffic volumes, the ministry has not programmed this work and that additional storage would be required to accommodate future volumes (MTO2). This intersection will also be addressed as part of the MTO preliminary design study for the overall intersection. Final Recommendation EB left turn lane on Highway 11 (warranted under existing conditions) above improvements to be confirmed as per MTO Preliminary Design Study 3.9 Final 5-Year Plan The revised 5-year improvement plan, corresponding to the final recommendations provided above, is illustrated in Figure 3. Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 10 June 2011

LINE 15 N FAIRGROUNDS ROAD MURPHY ROAD CEMETARY constructed SB OFF-RAMP HWY 11 ON-RAMP right taper channelized right ON-RAMP NB OFF-RAMP BASS LAKE S/R MONARCH DRIVE LEGEND right turn lane through lane left turn lane LINE 15 N. HWY 11 shared though-right shared left-through shared left-through-right UNIVERSITY AVEN NUE HUNTER VALLEY RD shared left-right stop control (on minor leg) signal control 2008 configuration 2008 recommended 2013 recommended subject to on-going MTO Preliminary Design Study SOUTHBOUND ON & OFF RAMPS constructed constructed NORTHBOUND ON & OFF RAMPS OLD BARRIE ROAD constructed Orillia West Transportation Planning Study 2013 Improvements - Final 3 N Figure

4 10-Year Improvement Plan This chapter will focus on the 10-year planning horizon, corresponding to the year 2018. 4.1 Initial 10-Year Plan The Orillia West Transportation Study 10-year improvement plan is provided in Figure 4 and further discussed below. Once again, reference to any applicable MTO correspondence is noted in brackets (reference pertains to that noted in Table 1). For ease of reference, the 5-year improvements are also illustrated in the 10-year plan. 4.2 Highway 12 & Atlantis Drive/Fairgrounds Road Initial Recommendation 2 nd through lane on Highway 12 per direction The above recommendation would see the 4-lane highway cross section extended from just west of Murphy Road/West Ridge Boulevard to just beyond the Fairgrounds Road/Atlantis Drive intersection, thereby increasing the through lane capacity of the intersection and ensuring acceptable queue lengths at the intersection. Discussion Apart from MTO s comments that there are no improvements planned for the Highway 12 corridor, no other comments specific to this recommendation were provided. It is noted that the widening of Highway 12 through to Price s Corners (ie. Horseshoe Valley Road) has been previously identified by the MTO, although no plans have been finalized. Likewise, the need for the widening has been identified and recommended in the Simcoe County Transportation Master Plan (widening to Warminster in 20+ years). Final Recommendation 2 nd through lane per direction on Highway 12 4.3 Highway 12 & Monarch Drive Initial Recommendation 2 nd WB left turn lane Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 12 June 2011

LINE 15 N FAIRGROUNDS ROAD MURPHY ROAD CEMETARY SB OFF-RAMP HWY 11 2nd left to be confirmed ON-RAMP channelized right ON-RAMP NB OFF-RAMP BASS LAKE S/R LEGEND MONARCH DRIVE right turn lane through lane left turn lane LINE 15 N. HWY 11 shared though-right shared left-through shared left-through-right UNIVERSITY AVEN NUE HUNTER VALLEY RD shared left-right stop control (on minor leg) signal control 2008 configuration 2008 recommended 2013 recommended 2018 recommended SOUTHBOUND ON & OFF RAMPS NORTHBOUND ON & OFF RAMPS OLD BARRIE ROAD channelized right (free flow move) note: as per Figure 27 of the Orillia West Transportation Study ON-RAMP provide free-flow on-ramp to Hwy 11SB N Orillia West Transportation Planning Study Figure 2018 Improvements - Initial 4

Discussion There has been significant discussion with respect to the need for a 2 nd WB left turn lane at Monarch Drive in 2018, and the ability of the remaining road system to otherwise accommodate the turn volumes should the 2 nd lane not be provided (ie. vehicles would divert to West Ridge Boulevard where they could complete their turn). In their correspondence of June 22, 2009 (MTO3), MTO noted Based on the capacity and queueing analysis for the 2018 horizon, a WB double left turn should be provided at both West Ridge Boulevard and Monarch Drive. This was further reiterated in June 8, 2010 (MTO4). While the MTO comments are correct in that the left turn movement will operate at capacity, this is by design. As the WB left turn movements (at both Monarch Drive and West Ridge Boulevard) operate under advanced green phasing, the green time allocated is only what s required to ensure passage of all vehicles. Excess green time for this movement would result in increased delays to other movements and thus is not desired. Provided that motorists seek out the path of least resistance and that the volume of left turns becomes relatively balanced between Monarch Drive and West Ridge Boulevard (which is reasonable to assume given ready access to the surrounding land uses from both roads), both movements will operate within acceptable levels both from a traffic operations and a queueing perspective. In this regard, double left turn lanes are not considered necessary. Furthermore, given the construction of University Avenue, access to the Orillia West area via Old Barrie Road and Highway 12 South is likely to become more favourable. Recognizing the benefits in protecting for future road improvements (subject to confirmation of need), a recommendation for a double left turn lane at Monarch Drive has been carried forward such that it can be appropriately considered in later studies. Final Recommendation 2 nd WB left turn lane 4.4 Highway 12 & Highway 11 SB/NB Off-Ramps Initial Recommendation no improvements Discussion To address queueing of the left and right turn movements at the ramp terminal intersections, MTO had requested that the existing storage lengths on the off-ramps be extended (MTO4). Following a review of the expected traffic queues, it was determined that the existing storage lengths are considered appropriate for the 95 th percentile queues (CCTA4). In this respect, no further improvements are required. Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 14 June 2011

Final Recommendation no improvements 4.5 Monarch Drive & West Ridge Boulevard Initial Recommendation 2 nd through lane per direction on West Ridge Boulevard Discussion The above improvement corresponds to the widening of West Ridge Boulevard from Stone Ridge Boulevard to Highway 12, thereby providing 2 lanes per direction from the highway to Old Barrie Road. As both of these roads are under the jurisdiction of the City of Orillia, MTO provided no comments. 4.6 Old Barrie Road & Highway 11 SB ramps Initial Recommendation 2 nd through lane per direction on Old Barrie Road direct on-ramps to Highway 11 SB Discussion In the WB direction, the additional through lane should be extended westerly to the WB right turn lane at University Avenue (thus providing a continuous curb lane from Highway 12 to University Avenue). This intersection is the subject of a Preliminary Design Study recently initiated by the MTO (MTO4). It is expected that the need for improvements will be confirmed including the realignment of the Old Barrie Road approach to orient east-west traffic as the major movement (which is consistent with the future travel demands). Final Recommendation 2 nd through lane per direction on Old Barrie Road direct on-ramps to Highway 11 SB above improvements to be confirmed as per MTO Preliminary Design Study Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 15 June 2011

4.7 Old Barrie Road & Line 15 N Initial Recommendation traffic signals exclusive left turn lane on all approaches Discussion No comments to this intersection were provided by MTO as it is beyond their permit control area. Final Recommendation traffic signals exclusive left turn lane on all approaches 4.8 Final 10-Year Plan The revised 10-year improvement plan, corresponding to the final recommendations provided above, is illustrated in Figure 5. Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 16 June 2011

LINE 15 N FAIRGROUNDS ROAD MURPHY ROAD CEMETARY SB OFF-RAMP HWY 11 constructed ON-RAMP protect for 2nd left right taper channelized right ON-RAMP NB OFF-RAMP BASS LAKE S/R LEGEND MONARCH DRIVE right turn lane through lane left turn lane LINE 15 N. HWY 11 shared though-right shared left-through shared left-through-right UNIVERSITY AVEN NUE HUNTER VALLEY RD shared left-right stop control (on minor leg) signal control 2008 configuration 2008 recommended 2013 recommended 2018 recommended subject to on-going MTO Preliminary Design Study SOUTHBOUND ON & OFF RAMPS OLD BARRIE ROAD constructed constructed constructed 2nd WB through lane to University Ave ON-RAMP provide free-flow on-ramp to Hwy 11 SB channelized right (free flow move) NORTHBOUND ON & OFF RAMPS Orillia West Transportation Planning Study 2018 Improvements - Final 5 N Figure

5 Implementation Through completion of the Orillia West Transportation Study and subsequent consultation with the City and MTO, a number of road improvements have been identified for implementation over the next 20 years. The City has instituted development charges which consider these improvements (in addition to others), to be implemented as warranted. In this respect, the City has commenced planning for the improvements and allocating funds accordingly. In addition, MTO would also be expected to contribute funds to those improvements identified for the MTO roads, that are not otherwise the direct result of new area development (ie. improvements to address existing conditions and future highway volumes). In particular, these include provision of turn lanes where warranted by existing traffic volumes and the widening of Highway 12 westerly. It is acknowledged that cost-sharing agreements may have to be established as they relate to the noted road improvements. The City is committed to working diligently with the developers and MTO as necessary. Authored by: Michael Cullip, P.Eng. Director, Manager - Transportation Engineering Reviewed by: R.J. Meadley, P.Eng. President C.C. Tatham & Associates Ltd The information contained in this document is solely for the use of the Client identified on the cover sheet for the purpose for which it has been prepared and C.C. Tatham & Associates Ltd. undertakes no duty to or accepts any responsibility to any third party who may rely upon this document. This document may not be used for any purpose other than that provided in the contract between the Owner/Client and the Engineer nor may any section or element of this document be removed, reproduced, electronically stored or transmitted in any form without the express written consent of C.C. Tatham & Associates Ltd. Orillia West Transportation Planning Study 5 & 10 Year Improvement Plans Page 18 June 2011

APPENDIX A: MTO CONSULTATION

Ministry of Transportation Central Region Corridor Management Section 7 th Floor, Bldg. D 1201 Wilson Avenue Downsview, ON M3M 1J8 Tel.: 416-235-4280 Fax.: 416-235-4267 Email: peter.dorton@ontario.ca Ministère des Transports Région du Centre Section de gestion des couloirs routiers 7 e étage, edifice D 1201, avenue Wilson Downsview, ON M3M 1J8 Tél.: 416-235-4280 Téléc.: 416-235-4267 June 19, 2008 Via Email Mr. Peter Dance Director of Public Works City of Orillia 50 Andrew Street South Orillia, ON L3V 7T5 Dear Mr. Dance: Re: Orillia West Transportation Planning Study, April 2008 C. C. Tatham & Associates Ltd. File No. 306834 The Ministry has reviewed the Orillia West Transportation Planning Study, and we offer the following comments: General Comments The Ministry is supportive of the overall intent of the study and is prepared to work closely with the City in its efforts to implement development - driven highway improvements in the Orillia West area. We agree with the approach proposed in the study whereby development - driven highway improvements are to be shared by area developers and funded through development charges. The identified study area falls within the limits of the Study Design Report for the Highway 11 corridor from Barrie to Gravenhurst, which was completed in March 2005. The Study Design Report investigated how additional capacity could be added to this corridor. Please be aware that, since the completion of the Study Design Report, MTO Central Region has not initiated any EA studies for its section of the Highway 11 corridor, which extends from Highway 400 northerly to the Severn River (49km). In addition, please be aware that the five year Southern Ontario Highways Program does not contain any Highway 11 or Highway 12 expansion projects within the City of Orillia. It is assumed that the City of Orillia will to take the lead in implementing the proposed improvements that are development - driven and that future design projects will be initiated in the appropriate time frame based on the progress of proposed development. The ministry s Central Region Highway Engineering Section is prepared to participate in future design projects with the City of Orillia. Depending on the results / agreed upon recommendations of a final Orillia West Transportation Study, there may be a need for the City and MTO to enter into a 1

formal legal agreement to confirm the implementation of development - driven highway improvements. As the proponent for highway improvements, the City will need to adhere to the attached MTO Guidelines pertaining to Highway Improvements Associated With Development and Environmental Assessment Requirements for Development - Driven Changes Within the Highway Right-of-Way. Technical Comments 1. With respect to Figure 9, sites 8 and 9 were not included in the 2007 study outline. In addition, we note that West Ridge Commercial Development Phase 9, which is in the study outline, does not appear on Fig. 9 and is not listed in Chapt. 4 as "identified development". The Phase 9 lands are behind the existing Wal Mart and Home Depot, and include the new car dealership. MTO provided preliminary comments on a standalone traffic study for this development site in November 2007. 2. Pg 5 (3rd paragraph): A comparison of seasonal traffic counts concluded that volumes (summer vs. average) are similar therefore seasonal adjustments were not considered in the report. Please include the summer TM counts in Appendix "A" for our review. 3. We compared our MTO April 2007 TM counts with the counts used in the report and there appears to be some discrepancies. Our EB & WB through movements along Hwy 12 are 10% - 40% higher then the Jan 08 counts (50-200 veh). At the Hwy 12 & Hwy 11 west ramp terminal, the SB LT is 31% higher (149veh vs 99veh - am peak) and at the Hwy 12 & Hwy 11 east ramp terminal the NB LT volumes are 24% higher (150veh vs 115veh - am peak) and the NB RT volumes are 20%. higher (140veh vs.113veh - am peak). Furthermore, since the counts identified in the report were taken in 2008 they should generally be 2-3% higher then the 2007 counts. The difference in volumes will likely have an impact the on results of the operational analysis. Attached are MTO April 2007 counts. 4. Pg 9 (paragraph 1): An exclusive LTL is recommended at the Hwy 11 NB ramp at Old Barrie Rd / Highway 12 under existing conditions (2008). We question the need for a LTL since the intersection is operation at an acceptable LOS and approach delay is minimal. Is an eastbound left turn lane warranted based on MTO warrants (as per geometric design manual)? 5. Please confirm the EB LT queues and available storage at the Hwy 12 / West Ridge Blvd. Intersection. These numbers should be documented in the queuing Tables for each respective horizon year. Please also document the Hwy 12 / Fairgrounds Rd intersection (ie. WB left turns). 6. Pg 28: A WB RTL should be considered at the Hwy 12 / Fairgrounds Rd intersection in 2013. If there is only 1 WB through lane by the 2013 horizon, right turning vehicles will adversely affect operations along Hwy 12 by impeding through traffic. Furthermore, the RT demand exceeds our volume threshold to consider the need for a RTL. It may also be 2

advisable to review the need for a WB RTL at this intersection in relation to subdivision development in Severn Township (ie. North Ridge Estates). 7. Pg 39: From looking at the demand on Hwy 12 between Monarch Dr and West Ridge Blvd the hourly volumes are similar to the section of Hwy 12 between Hwy 11 & Monarch Dr. Since the section of Hwy 12 between Monarch Dr and West Ridge will exceed the theoretical capacity for 2 lanes per direction and both Monarch Dr and West Ridge Blvd intersections will be operating over capacity (in 2028 horizon), please consider need to extend 3 through lanes section WB up to Murphy Rd. (3 rd lane WB could be a must turn right to Murphy Rd.). 8. Pg 39: With respect to proposed NB channelized RT at the Hwy 12 / Monarch Dr intersection, how is the acceleration lane going to tie in with the lane drop (EB through lane), especially with the short spacing between Monarch Dr intersection and Hwy 11 SB on ramp? In order for us to support RT chanelization the 3rd eastbound through lane would have to be extended beyond the ramp terminals. In addition, a standard acceleration must be provided from the channel, and a standard deceleration lane must be provided from Hwy 12 EB to Hwy 11 SB on ramp. 9. Pg 40: In comparing recommendations on pages 39, 40 and Figure 29 (Year 2028 recommended configurations), the easterly extent of the Hwy 12 6 laning recommendation is not clear. Is 6 laning proposed to Westmount Dr.? 10. We recommend that the study confirm if a WB double LT at Monarch Dr. will be required, as opposed to leaving it as a to be confirmed item (Fig. 29). 11. The study mentions a need for a WB double LTL at either Monarch Dr or West Ridge Blvd (pg 40, para 3). Based on the reports 2028 volumes, there may be a need for a WB double LT at both intersections for the following reasons: a) WB LT queues at West Ridge Blvd will exceed the available storage in the AM peak. b) During the PM peak (2028 horizon), both intersections will be operating above capacity, including both WB LT movements (v/c 1.05-1LTL at West Ridge & v/c 1.09-2 LTL at Monarch Dr). We do not have the available capacity to provide an efficient operation. Regardless of what intersection WB LT motorists use, they will still experience significant delays. c) By adding a second LTL we can reduce the green time and provide additional capacity (additional green time) to the EB TH movement. If we do not allocate more green time to the EB through at West Ridge Blvd, queues will not be able to clear during every cycle, resulting in accumulative queuing. 12. On pg 40 paragraph #3 it states "should the need for a 2nd left turn lane be established, the most suitable location should then be confirmed - Monarch Dr or West Ridge Blvd". We question this statement, as the analysis for the 2028 horizon assumes a WB double LT at Monarch Dr.. 3

13. Regarding the future Arterial Road, it is briefly mentioned under the future background conditions (Pg 10), however it is not clear if it is assumed to be in place throughout the study period. 14. The study identifies the need to realign West Ridge Blvd. under Orillia's Transportation Master Plan (pg 10). We agree in principle with proposed intersection spacing of 400m between West Ridge Blvd and Highway 11 SB ramps. 15. Depending on results of revised operational analysis (per pt. 3), additional comments on recommended improvements, including potential need for improvements to the Hwy 11 / Hwy 12 / Coldwater Rd. interchange, may be provided. Please feel free to contact me if you have any questions. Sincerely, Peter Dorton Project Manager cc. M. Cullip CC Tatham & Associates S. Aurini / S. Giguere S. Boot / B. Porter B. Cane J. Hendrix 4

August 19, 2008 File No. 306834 Ministry of Transportation Central Region Corridor Management Section 7 th Floor, Bldg. D 1201 Wilson Avenue Downsview, ON M3M 1J8 Attention: Mr. Peter Dorton, Project Manager Dear Mr. Dorton: Re: CITY OF ORILLIA ORILLIA WEST TRANSPORTATION PLANNING STUDY We have reviewed the MTO comments addressed to Peter Dance, City of Orillia on June 19, 2008 with regards to the Orillia West Transportation Planning Study report dated April 2008. Our response is provided below, following the format of the MTO comments for ease of reference. General Comments No additional comments. Technical Comments 1. Prior to commencing the study (and following the submission of the 2007 study outline), specific developments within the study area were updated based on the latest development information provided by the City of Orillia and the Township of Severn, which included developments under consideration or under construction. In accordance with this updated information, sites 8 and 9 as referenced on Figure 9 of the report were included in the study. The West Ridge Commercial Development Phase 9, as identified in our 2007 study outline, includes a car dealership plus additional retail. Given the timing of the traffic counts completed for this study (January 2008), volumes associated with completed Phase 9 development were otherwise captured and thus were not considered separately. 2. The following intersection counts (both AM and PM peak hours) are attached: Highway 12 & Murphy Road/West Ridge Boulevard January 2008 Highway 12 & Fairgrounds Road August 2007 Highway 12 & Line 15 January 2008

2 The intersection approach volumes were compared at these consecutive intersections to determine any significant seasonal variations in the August 2007 (representative of summer traffic) and the January 2008 volumes. As noted in the report, the comparison did not yield evidence of significant increases in the summer period. 3. We were unaware that MTO had completed counts through the study area in April 2007 and thus did not have an opportunity to consider such at the time of our study. Notwithstanding, it must be recognized that normal variations in traffic volumes are expected throughout the course of the day, week, month and year. A comparison of the Highway 12 volumes upon approach to the key intersections is provided in the table below. Comparison of Highway 12 Approach Volumes Intersection & Approach MTO 2007 Data 1 CCTA 2008 Data 2 Difference (CCTA - MTO) AM PM AM PM AM PM Murphy Road Monarch Drive Hwy 11 SB ramp WB 524 1108 419 941-105 -167 EB 851 502 835 636-16 134 WB 973 1443 638 1392-335 -51 EB 541 655 802 712 261 57 WB 821 1314 570 1277-251 -37 EB 734 925 678 900-56 -25 Hwy 11 NB ramp WB 554 1050 463 1079-91 29 EB 871 1014 765 970-106 -44 1. As per intersection counts conducted by MTO in April 2007 2. As per traffic volumes presented in Orillia West Transportation Study, based on January 2008 counts. As per the table, the more significant deviations typically occur during the AM peak hour. It is noted that the AM peak hours for the MTO counts at the intersections of Highway 12 with Monarch Drive and the Highway 11 SB ramp occur between 10:00 to 11:00, whereas at the Highway 11 NB ramp it is 8:45 to 9:45 and at Murphy Road it is 8:00 to 9:00. As such, there will be variations between the intersections given the different times considered. With the exception of Murphy Road, the noted AM peak hours are considered outside of the normal AM commuter peak period. Given the significant amount of residential and employment development projected in the area, the objective of the study was to address the AM peak commuter peak hour - when volumes associated with residential and employment will be greatest. While volumes associated with retail use will likely be greater during the late morning, conversely those associated with residential and employment uses will be less. To combine the two (ie. peak hour for retail with peak hour for residential and employment), is not considered reasonable given the different times in which they occur. During the PM peak hour, the deviations are not considered excessive particularly in context of the overall traffic volumes considered. The exception is at Murphy Road - MTO volumes in the WB direction exceed those assumed by 167 vehicles; however, in the EB direction, there are 134 fewer vehicles. This further illustrates normal variations that might otherwise exist in traffic data.

3 While the % differential for some of the individual turn movements at the Highway 11 ramps as noted by MTO appear significant, they must be taken in context of the actual differential - generally in the order of 30 or less vehicles over the course of the hour period. These variations are not otherwise considered problematic. The corresponding volumes are noted in the table below. Intersection & Approach Hwy 11 SB Ramp Hwy 11 NB Ramp Comparison of Highway 11 Ramp Volumes MTO 2007 Data 1 CCTA 2008 Data 2 Difference (CCTA - MTO) AM PM AM PM AM PM SB left 149 172 149 199 0 27 SB right 58 70 78 77 20 7 NB left 150 246 115 278-35 32 NB right 140 174 113 172-27 -2 It was further suggested that the 2008 volumes should be 2-3% greater than 2007 volumes. As noted in the report, a comparison of peak hour volumes from 2004, 2007 and 2008 indicated no significant growth along Highway 12 (in some cases, volumes went down). 4. The requirement for an eastbound left turn lane on Old Barrie Road/Highway 12 at the Highway 11 NB ramp was reviewed based on the existing volumes and the MTO warrants in the geometric design manual. Given the volume of traffic on Old Barrie Road/Highway 12, the left turn lane is warranted for both the AM and PM peak periods considering design speeds of both 60 and 80 km/h. Despite the acceptable intersection operations, the MTO warrants are otherwise satisfied. 5. We confirm that the space on Highway 12 between Fairgrounds Road and West Ridge Boulevard (620 metres) is sufficient and able to accommodate queues between both intersections. The eastbound queues on Highway 12 at West Ridge Boulevard and the westbound queues on Highway 12 at Fairgrounds Road in the 2028 horizon (more critical conditions) are summarized in the table below: Movement EB left on Hwy 12 at West Ridge EB through on Hwy 12 at West Ridge WB left on Hwy 12 at Fairground WB through on Hwy 12 at Fairground 1 95 th percentile volume exceeds capacity, queue may be longer. 3 volume exceeds capacity, queue is theoretically infinite. Ave Queue (m) 95 th % Queue (m) Available Storage AM PM AM PM (m) 13.3 48 20.7 96.9 1 231.6 3 171.5 261.8 2 214.6 1 7 15.7 21.2 2 26.8 2 34.6 59.2 39.9 91.9 2 620 2 volume for 95 th percentile queue is metered by upstream signal.

4 6. The projected 2013 WB right turn volumes at the intersection of Highway 12 and Fairgrounds Road are in the order of 60 to 85 vehicles per hour, which equates to 1 vehicle every 40 to 60 seconds. Given the recommendation for signal control at this location, acceptable operations will be provided and thus a right turn lane is not otherwise considered necessary. 7. The need for a third westbound through lane on Highway 12 from Monarch Drive to West Ridge Boulevard in the 2028 horizon has been further reviewed. It is noted that the westbound traffic volumes on the section of Highway 12 from Highway 11 southbound offramp to Monarch Drive are in the order of 2820 vehicles per hour during the PM peak hour (critical conditions), whereas from Monarch Drive to West Ridge Boulevard, volumes are in the order of 2240 vehicles per hour. While 3 lanes per direction are recommended between Monarch Drive and the Highway 11 NB ramp, these are not required from a traffic operations perspective, but rather required to accommodate queued vehicles. In other words, 2 lanes per direction are sufficient for traffic operations, but 3 lanes are required upon approach to the Highway 11 ramp terminals to accommodate the resulting queues (storage space is otherwise limited given the proximity of the ramps). 8. The NB channelized right at Monarch Drive would become the 3 rd EB lane on Highway 12, which would then continue easterly to the Highway 11 NB off-ramp. The Highway 11 SB on-ramp would have to be modified slightly to accommodate this channelized right and 3 rd lane. The limited distance between Monarch Drive and the on-ramp is recognized - the design for such lanes and ensuing weaving area would have to be considered further. 9. Highway 12 is to be widened to 3 lanes per direction upon approach to the Highway 12 offramps in order to provide additional space for traffic queues. As such, 3 EB lanes are recommended through the Highway 11 NB off-ramp intersection which could then be extended to Westmount Drive (the outside lane could become a right turn lane). Alternatively, it may suffice to drop an eastbound lane between the off-ramp and Westmount Drive - as this intersection is outside of the study area, it was not otherwise specifically addressed. 10. As presented in the study, there are a number of factors which must be considered in determining the need for a double westbound left turn lane on Highway 12 at Monarch Drive - the most critical of which is the relocation of WalMart. As the new WalMart is currently being constructed, we believe the most prudent approach is to monitor the traffic volumes over the course of the next 20 years to confirm the need, timing and most appropriate location. 11. We recognize that the provision of double lefts at both Monarch Drive and West Ridge Boulevard would be advantageous for the reasons noted by MTO. Again however, this will be subject to those factors otherwise addressed in the study. 12. The development of the future traffic volumes and hence the assessment is premised on the existing traffic volumes and patterns, and assumptions that these patterns will remain consistent over the course of the 20 year planning horizon - it does not otherwise consider road capacity and congestion, and the impacts of such on driver behavior and patterns (ie.

5 when one route becomes congested, motorists will seek out alternative routes). In this regard, the future traffic projections and hence corresponding analyses reflect a double left at Monarch Drive, as that is where the greatest demand currently exists. However, we recognize that traffic patterns in the area might change as volumes increase, developments proceed and WalMart relocates. In absence of a transportation model which would allow the impacts of such to be further considered, we recommend that the location be considered further as the need advances. 13. The future Arterial Road Murphy Road Extension was not assumed to be in place throughout the study period given the uncertainty in the timing of such. As noted in the study, the implementation of such could have benefit to the area in that it would provide alternative means of access to/from the north. The provision of such could also affect the need for a double left and the best location for such. 14. No comments. 15. No comments. We trust that the foregoing response is satisfactory. Yours truly, C. C. TATHAM & ASSOCIATES LTD. original signed by Michael Cullip, P. Eng. Manager, Transportation Engineering LLC/MJC:lc Attachments: traffic counts copy - Peter Dance, City of Orillia I:\Wpdocs\306834 - Orillia West\Correspondence\L - MTO (Dorton).doc

5. While the response indicates that there is 620m of intersection spacing, the EB LT available storage at the Hwy 12 / West Ridge Blvd. intersection has not been provided; projected left turn storage requirements at Hwy 12 / Fairgrounds / Atlantis have also not been provided. 6. With respect to WB right turns at this intersection, the ministry is typically not in favour of shared through/right turn lanes as they are only efficient on low volume roads. Consequently, a right turn lane should be provided at the Hwy 12/Fairgrounds Rd intersection, since the 2013 westbound right turn demand meets the volume threshold for a right turn lane. (b) Do future WB right turn volumes include subdivision development in Severn Township (ie. North Ridge Estates)? (c) We further recommend that warrants for a right turn lane or taper should be assessed for all intersections on Hwy 12 within the study limits to facilitate right turning without impeding through traffic and adversely impacting operations along Hwy 12. (d) In addition, results of the signal warrant calculations for the Hwy 12/ Fairgrounds Road intersection indicate that signal warrants are not met for the 2013 horizon but are close to being satisfied (Warrant 1 = 78%, Warrant 2 = 85%) under the combination justification for the 2018 horizon. Signals should only be installed when the warrants are met. It would likely be acceptable to install signals in approximately 2018 since the warrants will be close to being met by this time. Please note that re-alignment of the Fairgrounds Rd approaches will be required to facilitate the installation of signals. 7. If a 3 rd lane WB between Monarch Dr. and Murphy Rd. is not required, please confirm there is sufficient spacing between the two intersections to accommodate a standard lane drop west of Monarch Dr. and a WB right turn lane at Murphy Rd.. If there is insufficient space then three through lanes should be provided WB up to Murphy Rd. (3 rd lane WB could be a must turn right to Murphy Rd.). There may also be a need to consider access to the development site in the NE corner of Hwy 12 / Murphy Rd. in determining suitable lane requirements in this area. On Figure 29, it is not clear where the 3 rd lane WB is dropped. 8. Pg 39: With respect to the proposed NB channelized RT at the Hwy 12 / Monarch Dr intersection, our concern about weaving between Monarch Dr and the Hwy 11 SB On-Ramp has not been addressed. A functional plan showing the lane arrangement in the weaving section should be submitted for MTO review. 9. Fig. 29: (a) We recommend that the 3 eastbound lanes through the Hwy 11 NB off-ramp be extended to Westmount Dr., with the outside lane being a must turn right at Westmount (instead of dropping a lane between the Hwy 11 NB off-ramp and Westmount Dr.). (b) We are assuming from the lane arrangements on Fig. 29 that an additional lane is recommended EB and WB on Hwy 12 across Hwy 11 (ie. Structure widening will be required). (c) We also have concerns with the proposed eastbound auxiliary lane between West Ridge Blvd and Monarch Dr. This introduces undesirable weaving and is contrary to driver expectation. There are two options that should be considered: (i) Provision of a standard acceleration lane from the NB right channel at West Ridge Blvd and an exclusive EB right turn lane at Monarch Dr., noting that there may be insufficient intersection spacing for this; (ii) Provision of a conventional NB right turn lane at West Ridge Blvd and an exclusive EB right turn lane at Monarch Dr., with a third through lane between West Ridge Blvd and Monarch Dr. This will provide more through capacity on Hwy 12, thus allowing more green time to be allocated to the West Ridge Blvd approach. 2

10. While we recognize that traffic patterns might change in the course of the 20-year planning horizon, recommended improvements should be based on the future traffic volume projections and patterns presented in the report. As per our previous comments, it is recommended that a westbound double left turn be considered at both the Monarch Dr. and West St Ridge Blvd. intersections. 11. Same as #10. 12. Same as #10. 13. With respect to a future Arterial Road Murphy Rd. Extension, please confirm that, if it is not be considered in this Transportation Planning Study, a separate traffic study for it, including assessment of potential impacts on provincial highways, will be undertaken by the City in the future, and that the City will undertake any associated highway improvements attributable to this potential new road. 14. With respect to realigned West Ridge Blvd., MTO provided preliminary comments on the Class EA to Phil Watts of C.C. Tatham in an email of July 29, 2008. Associated with the West Ridge Blvd. realignment and extension to Old Barrie Rd., we recommend that the Transportation Planning Study reflect the more aggressive schedule proposed for Lakehead University (study anticipates 20 year buildout horizon, whereas university applications suggest 10 15 year horizon, which may impact on timing of required highway improvements). 15. (a) Depending on results of revised operational analysis, additional comments on recommended improvements, including potential need for improvements to the Hwy 11 / Hwy 12 / Coldwater Rd. interchange, may be provided. (b) The consultant should model traffic operations (undertake progression analysis) along Highway 12 within the study limits for each horizon year, taking into consideration the existing signal coordination (per attached Signal Timing Zip file) and submit for our review. Please feel free to contact me if you have any questions. Sincerely, cc. M. Cullip CC Tatham & Associates J. Lewis City of Orillia S. Aurini / S. Giguere S. Boot / F. Siddiqui B. Cane J. Hendrix Peter Dorton Project Manager 3

February 18,2008 C.C.Tatham & Associates Ltd. Consulting Engineers Collingwood Bracebridge Orillia Barrie 115 Sandtord Fleming Drive, Suite 200 Collingwood, Ontario L9Y 5A6 Tel: (705) 444-2565 Fax: (705) 444-2327 Email: info@cctatham.com Web: www.cctatham.com File No. 306834 Via E-mail & Mail Ministry of Transportation Central Region Comdor Management Section 7" Floor, Bldg. D 120 1 Wilson Avenue Downsview, ON M3M 158 Attention: Mr. Peter Dorton, Project Manager Dear Mr. Dorton: Re: City Of Orillia Orillia West Transportation Planning Study We have reviewed the additional MTO comments addressed to Peter Dance, City of Orillia, dated November 19, 2008 following our letter response of August 19, 2008. Our response is provided below, following the format of the MTO comments for ease of reference. General Comments No additional comments. Technical Comments 1. As per the Stage 1 Drafr Plan 43T-03602 Residential Development Traffic Impact Assessment '@repared for the Stone Ridge development), West Ridge Phase 9 is to include: an 1860 m2 new car dealership and 4645 m2 of retail commercial development. As previously noted, the new car dealership has been constructed and was otherwise operational at the time of the traffic counts and thus the associated volumes have been considered. The retail commercial development is expected to generate 32 trips in the AM peak hour and 173 trips in the PM peak hour (based on consideration for a variety of retail trip rates as detailed in the referenced report). Upon considering shared trips (given the retail nature of the area and internal connectivity) and pass-by trips (given the significant residential nature of the area), 17 new trips are assumed in the AM peak hour and 95 in the PM peak hour. These trips were then distributed to the area road system as follows: 50% tolfrom the east via Highway 12; ' Stage I Draft Plan 43T-03602 Resrdential Development Traffic Transportation Consultants, January 2006. Impact Assessment. Cansun Tatham Consuhing pmfceo* Authorized by the Association of Professional Engineers of Ontario to offer Professional engineering services. Engineers of Ontario Ontario

2028 PM Peak Hour Volumes 1695 175 2310 615 60 235 Highway 11 SB off-ramp Highway 12 2 4 3 1 Monarch Drive Highway 11 SB on-ramp Proposed highway configuration Existing highway configuration 1. Add channelized NB right on Monarch Drive 2. Add 3 rd EB lane on Highway 12 to receive channelized right lane 3. Shift on-ramp alignment to accommodate 3 rd EB lane 4. Continue 3 rd EB lane across Highway 11 CITY OF ORILLIA ORILLIA WEST TRANSPORTATION PLANNING STUDY MONARCH DRIVE TO HIGHWAY 11 SB ON-RAMP

HCS+: Freeway Weaving Release 5.21 Phone: E-mail: Fax: Operational Analysis Analyst: Michael Cullip Agency/Co.: CC Tatham Date Performed: 2/17/2009 Analysis Time Period: PM Peak hour Freeway/Dir of Travel: E-W Weaving Location: Monarch to Hwy 11 SB on-ramp Jurisdiction: City of Orillia Analysis Year: 2028 Description: Orillia West Transportation Planning Study Inputs Freeway free-flow speed, SFF 60 km/h Weaving number of lanes, N 3 Weaving segment length, L 100 m Terrain type Level Grade % Length km Weaving type B Volume ratio, VR 0.31 Weaving ratio, R 0.22 Conversion to pc/h Under Base Conditions Non-Weaving Weaving V V V V A-C B-D A-D B-C Volume, V 1695 60 175 615 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.94 Peak 15-min volume, v15 446 16 46 164 v Trucks and buses 2 1 1 2 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fhv 0.990 0.995 0.995 0.990 Driver population factor, fp 1.00 1.00 1.00 1.00 Flow rate, v 1802 63 185 660 pc/h Weaving and Non-Weaving Speeds Weaving Non-Weaving a (Exhibit 24-6) 0.08 0.0020 b (Exhibit 24-6) 2.20 6.00 c (Exhibit 24-6) 0.70 1.00 d (Exhibit 24-6) 0.50 0.50 Weaving intensity factor, Wi 0.94 0.51 Weaving and non-weaving speeds, Si 46.67 53.17 Number of lanes required for

2028 PM Peak Hour Volumes 1225 200 1855 630 50 250 1 2 3 Proposed highway configuration Existing highway configuration 1. Maintain channelized NB right on West Ridge Boulevard 2. Extend 3 rd EB lane on Highway 12 to receive channelized right lane 3. 3 rd EB lane to turn right at Monarch Drive CITY OF ORILLIA ORILLIA WEST TRANSPORTATION PLANNING STUDY WEST RIDGE BOULEVARD TO MONARCH DRIVE

unconstrained operation, Nw (Exhibit 24-7) 2.84 Maximum number of lanes, Nw (max) (Exhibit 24-7) 3.50 Type of operation is Unconstrained Weaving Segment Speed, Density, Level of Service and Capacity Weaving segment speed, S 50.96 km/h Weaving segment density, D 17.73 pc/km/ln Level of service, LOS D Capacity of base condition, cb 4963 pc/h Capacity as a 15-minute flow rate, c 4914 pc/h Capacity as a full-hour volume, ch 4656 pc/h Limitations on Weaving Segments If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 845 4000 a Average flow rate (pc/h/ln) 903 b Volume ratio, VR 0.31 0.80 c Weaving ratio, R 0.22 N/A d Weaving length (m) 100 750 e Notes: a. Weaving segments longer than 750 m. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type A), 4,000 (Type B), 3,500 (Type C). g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases.

HCS+: Freeway Weaving Release 5.21 Phone: E-mail: Fax: Operational Analysis Analyst: Michael Cullip Agency/Co.: CC Tatham Date Performed: January 2009 Analysis Time Period: PM Peak Hour Freeway/Dir of Travel: E-W Weaving Location: West Ridge Blvd to Monarch Dr Jurisdiction: Orillia Analysis Year: 2028 Description: Orillia West Transportation Planning Study Inputs Freeway free-flow speed, SFF 60 km/h Weaving number of lanes, N 3 Weaving segment length, L 230 m Terrain type Level Grade % Length km Weaving type A Volume ratio, VR 0.39 Weaving ratio, R 0.24 Conversion to pc/h Under Base Conditions Non-Weaving Weaving V V V V A-C B-D A-D B-C Volume, V 1255 50 200 630 veh/h Peak-hour factor, PHF 0.95 0.95 0.95 0.95 Peak 15-min volume, v15 330 13 53 166 v Trucks and buses 2 0 2 0 % Recreational vehicles 0 0 0 0 % Trucks and buses PCE, ET 1.5 1.5 1.5 1.5 Recreational vehicle PCE, ER 1.2 1.2 1.2 1.2 Heavy vehicle adjustment, fhv 0.990 1.000 0.990 1.000 Driver population factor, fp 1.00 1.00 1.00 1.00 Flow rate, v 1334 52 212 663 pc/h Weaving and Non-Weaving Speeds Weaving Non-Weaving a (Exhibit 24-6) 0.35 0.0020 b (Exhibit 24-6) 2.20 4.00 c (Exhibit 24-6) 0.97 1.30 d (Exhibit 24-6) 0.80 0.75 Weaving intensity factor, Wi 2.22 0.28 Weaving and non-weaving speeds, Si 37.68 58.30 Number of lanes required for

unconstrained operation, Nw (Exhibit 24-7) 1.40 Maximum number of lanes, Nw (max) (Exhibit 24-7) 1.40 Type of operation is Constrained Weaving Segment Speed, Density, Level of Service and Capacity Weaving segment speed, S 48.11 km/h Weaving segment density, D 15.66 pc/km/ln Level of service, LOS C Capacity of base condition, cb 4313 pc/h Capacity as a 15-minute flow rate, c 4270 pc/h Capacity as a full-hour volume, ch 4056 pc/h Limitations on Weaving Segments If Max Exceeded See Note Analyzed Maximum Note Weaving flow rate, Vw 875 2800 a Average flow rate (pc/h/ln) 753 b Volume ratio, VR 0.39 0.45 c Weaving ratio, R 0.24 N/A d Weaving length (m) 230 750 e Notes: a. Weaving segments longer than 750 m. are treated as isolated merge and diverge areas using the procedures of Chapter 25, "Ramps and Ramp Junctions". b. Capacity constrained by basic freeway capacity. c. Capacity occurs under constrained operating conditions. d. Three-lane Type A segments do not operate well at volume ratios greater than 0.45. Poor operations and some local queuing are expected in such cases. e. Four-lane Type A segments do not operate well at volume ratios greater than 0.35. Poor operations and some local queuing are expected in such cases. f. Capacity constrained by maximum allowable weaving flow rate: 2,800 pc/h (Type A), 4,000 (Type B), 3,500 (Type C). g. Five-lane Type A segments do not operate well at volume ratios greater than 0.20. Poor operations and some local queuing are expected in such cases. h. Type B weaving segments do not operate well at volume ratios greater than 0.80. Poor operations and some local queuing are expected in such cases. i. Type C weaving segments do not operate well at volume ratios greater than 0.50. Poor operations and some local queuing are expected in such cases.

Ministry of Transportation Central Region Corridor Management Section 7 th Floor, Bldg. D 1201 Wilson Avenue Downsview, ON M3M 1J8 Tel.: 416-235-4280 Fax.: 416-235-4267 Email: peter.dorton@ontario.ca Ministère des Transports Région du Centre Section de gestion des couloirs routiers 7 e étage, edifice D 1201, avenue Wilson Downsview, ON M3M 1J8 Tél.: 416-235-4280 Téléc.: 416-235-4267 June 22, 2009 Via Email Mr. Peter Dance Director of Public Works City of Orillia 50 Andrew Street South Orillia, ON L3V 7T5 Dear Mr. Dance: Re: Orillia West Transportation Planning Study C. C. Tatham & Associates Ltd. Letter of February 18, 2009 The Ministry has reviewed the above noted letter, and we offer the following comments: General Comments No changes from June 19, 2008 letter. Please confirm how these items are to be addressed. Technical Comments 1. Concerning West Ridge Commercial Phase 9 (behind Home Depot), the trip generation figures can not be confirmed as the retail type is not given. It is expected that these figures will further increase if the size of the development is larger than indicated in the letter. Even if the resulting increase in the traffic projections may not be significant, the report should reflect the increase since it may be referenced for other future studies. 2. No further comment. 3. No further comment. 4. Please confirm what additional storage for a potential eastbound left turn lane on Old Barrie Rd/Hwy 12 at the Hwy 11 NB on-ramp is development driven. 5. The Synchro analysis indicates that the EB left turn lane at Hwy 12/West Ridge/Murphy Rd intersection will be operating at capacity in the 2013 horizon based on the total traffic. 1

Consequently, additional EB left turn storage (development-driven) will be required in 2013. Please submit electronic Synchro files in order for us to confirm additional storage required. 6. (a)(b)(c): With respect to right turn lanes/tapers, there is considerable additional future traffic (in some cases nearly twice the existing traffic) being contributed by the proposed developments. We would suggest that cost sharing is justifiable for these locations. Please note that a right turn taper is sufficient for the EB right turn at Hwy 12/Fairgrounds Rd intersection, however, a full right turn lane will be required for the WB direction. 6(d): Traffic signals at Hwy 12 / Fairgrounds / Atlantis will be considered when the numerical warrants are met. 7. It appears a third lane will be required in both directions between Monarch Dr. and West Ridge Blvd for the 2028 horizon in order to provide a Level of Service D. Please provide service flow analysis to confirm the lane requirements. We do not support converting the third lane between Hwy 11 and Monarch Dr to a must turn left lane at Monarch Dr., as this would violate driver expectancy. 8. The 100m weave section between the proposed northbound channelized right turn at Monarch Dr. and the Hwy 11 SB On-Ramp is not adequate and may lead to undesirable weaving manoeuvres. Please consider instead an overlap operation of the NB right and WB left turning movements. 9. (c)ii: The reply notes that it may be problematic to accommodate a 7-lane cross-section on Hwy 12 at Monarch Dr., given the development on either side of the highway. A functional plan showing this configuration should be submitted for our review. Instead of providing a third through lane, please consider implementing an overlap operation of the NB right and WB left turning movements with the provision of a conventional NB right turn lane at West Ridge Blvd., and an exclusive EB right turn lane at Monarch Dr.. 10. Based on the capacity and queuing analysis for the 2018 horizon, a WB double left turn should be provided at both West Ridge Blvd and Monarch Dr. 11. No further comments. 12. No further comments. 13. Please provide confirmation that the City will be undertaking a separate transportation study for the future Arterial Road Murphy Rd. Extension, including assessment of potential impacts on provincial highways and that the City will undertake any associated highway improvements attributable to this potential new road. 14. No further comments on Lakehead University or West Ridge Blvd. Extension. 15. The reply notes that coordination between consecutive signals was assumed for the operational analyses. Electronic copies of the Synchro files / progression analysis should be submitted for our review. In addition, please confirm the lane requirements for the Highway 11 exit ramps at Highway 12 / Coldwater (the capacity analysis provided for 2018 suggests the NB left and SB right turns almost at capacity). Depending on results of revised 2

operational analysis, additional comments on recommended improvements, including potential need for improvements at this interchange, may be provided. 16. Please advise as to how the City wishes to address the General Comments contained in the letter of June 19, 2008, and confirm that a final revised Orillia West Transportation Planning Study will be prepared to address the Technical Comments above. Please feel free to contact me if you have any questions. Sincerely, cc. M. Cullip CC Tatham & Associates J. Lewis City of Orillia S. Aurini / S. Lamptey S. Boot / F. Siddiqui B. Cane J. Hendrix Peter Dorton Project Manager 3

115 Sandf ord Fleming Drive, Suite 200 C.C.Tatham & Associates Ltd. Consulting Engineers Collingwood Bracebridge Collingwood, 0ntario LgY 5Ao Tel: (705) 444-2565 Fax: (705) 444-2327 Email: info@cctatham.com Web: www.cctatham.com March 2,2010 via mail & email: peter.dorton@ontario.ca CCTA File 306834 Peter Dorton Project Manager MTO Central Region 7th Floor, Building D 1201 Wilson Road Downsview, ON M3M 1JB Re: City of Orillia Orillia West Transportation Planning Study Further to the MTO comments of June 22,2009, our meeting of October 27, 2009 and receipt of November 2009 traffic data for the intersections of Highway 12 with Monarch Drive and West Ridge Boulevard/Murphy Road, we provide the following additional information and comments. General Meeting Noles The following are generaldiscussion notes from the meeting.. The City reviewed the improvements implemented to date - namely the construction of University Avenue (which is the extension of West Ridge Boulevard south to Old Barrie Road) and the improvements of Murphy Road and its intersection with Highway 12 as required for the WalMart relocation. lt was noted that Harvie Settlement Road is to be closed at Old Barrie Road once the connection to the West Ridge Boulevard extension is complete.. The MTO confirmed that the widening of Highway 12 or improvements at the intersection with Fairgrounds Road are not in their current program. Nor are there any other road improvements scheduled within the study area.. MTO agree in principle with the need for improvements at the interchange of Old Barrie Road and Highway 11. A constraint is the configuration of the loop ramps and the fact that the accompanying tapers do not extend fully under the overpass structure.. There are no definitive plans with respect to the extension of Murphy Road to the north, to connect to Burnside Line, This will be subject to further study as warranted by demand and development, Ø Xfnonal Engineers Authorized by the Assoc ation of Professionat Ensineers of onrario ro offer professionar ensineerins services. e Eäj?T":lit

. MTO noted permanent signals will be installed at the West Street ramp terminal (likely in 2010). Permanents signals at the Burnside Line ramp terminal will follow, as driven by the Orsi Area 3 development,. lt was suggested that MTO review the 5 and 10 year improvement programs to allow the City to proceed with the planning and implementation of such. The 20 year improvements would be revisited as development occurs and the study is updated to confirm the need and timing of the improvements. MTO noted that this is a reasonable approach in consideration of the extent of development considered and uncertainties in implementation. Generol Commenfs (in response to June 22,2009 MTO leiter) The City intends to take the lead with respect to implementing the road improvements that are development driven and will address each separately in accordance with their time of need. lt is understood that a formal agreement may be required between the City and the MTO to confirm the implementation and that the process must be in accordance with the MTO guidelines, The City will otherwise collect development charges for development related improvements, Technirol Comments (in response to June 22,2009 MTO lefier) Our responses to the MTO comments (noted in italics) are provided below, as stemming from discussion at the October 2009 meeting. 1. Concerning West Ridge Commercial Phase g (behind Home Depot), the trip generation figures cannot be confirmed as the retail type ls nof given. lt is expected that these figures witt further increase if the size of the development is larger than indicated in the letter. Even if the resutting increase in the traffic projections may not be significant, the report shoutd reftect the increase since it may be referenced for other future studies, There are no confirmed development plans for West Ridge Phase g and thus consideration was given for a variety of retail based trip rates based on the current development size, lt is noted that the resulting trips are not critical in context of the overall traffic projections (including consideration for both the existing and future WalMart), As the Orillia West study encompasses all known development within the area, no future studies should be required. 4, Please confirm what additional storage for a potentiat eastbound teft turn lane on Otd Barrie Rd/Hwy 12 at the Hwy 11 NB on-ramp is development driven, Based on the 2008 intersection traffic volumes, a left turn lane with a storage of 30 metres is warranted (as per Figure EA-22 of the MTO Geomehic Design Standards). ln considering the 2013,2018 and 2028 background and total horizons (ie. without and with future development), the Peter Dorton MTO Central Region Page 2 of I March 2, 2010

volumes are outside of the MTO warrant calculation limits (ie. off the chart) - needless to say the storage requirement would increase. As per the operational analyses completed, the gsth percentile queues for the EB left turn movement under the 2008,2013 Total,2018 Total and 2028 Total horizons are as follows (corresponding to the PM peak, which is more critical): 1,0, 4, I and 27 metres, It is noted that there are 2 EB lanes on the Highway 12 overpass of Highway 11, which then taper back to 1 lane immediately east of the overpass and west of the Highway 11 NB on-ramp intersection. This 2lane section could simply be extended easterly through the intersection to accommodate the through and left turn movements (a distance of approximately 145 metres). 5. The Synchro analysis indicates that the EB left turn lane at Hwy 12Mest Ridge/Murphy Rd intersection will be operating at capacity in the 2013 horizon based on the total traffic. Consequently, additional EB left turn storage (development-driven) will be required in 2013, Please submit electronic Synchro files in order for us to confirm additionalsforage required. We concur that the left turn will operate at capacity. However, this is desired in that green time allocated to left turn movements should only be sufficient to accommodate the demands (thus maximizing green times available to other, opposing movements), As per Table 16 of the report, the 95tt' percentile queue for the WB left at Murphy RoadMest Ridge Boulevard is 73 and 122 metres in the AM and PM peak hours, whereas 220 metres is available for storage, Under the 2018 horizon, the queue will increase to 116 and 155 metres, both of which can be accommodated. The corresponding Synchro files are provided. 6. (a)(b)(c): With respect to right turn lanes/tapers, there is considerable additional future traffic (in so/ne cases nearly twice the existing traffic) being contributed by the proposed developments, We would suggesf that cost sharing is justifiable for these locations. Please note that a right turn taper is sufficient for the EB right turn at Hwy lufairgrounds Rd intersection, however, a futt right turn lane will be required for the WB direction. 6(d): Traffic sþna/s at Hwy 12 / Fairgrounds / Attantis witt be considered when the numericalwarrants are met, We acknowledge that the right turn volumes at many locations along Highway 12 will increase as a result of development. However, in most cases, the right turn lane warrant of 60 vehicles per hour is otherwise currently satisfied, and thus, such lanes should be considered today, We acknowledge the comment regarding the traffic signal at Fairgrounds Road/Atlantis Drive. This intersection will be further monitored with respect to traffic volumes and need for signals. Peter Dorton MTO Central Region Page 3 of 8 March 2, 2010

7. lt appears a third lane will be required in both directions between Monarch Dr, and West Ridge Blvd for the 2028 horizon in order to provide a Level of Seruice D. Please provide service flow anatysis to confirm the lane requirements. We do not support converting the third lane between Hwy 11 and Monarch Dr to a must turn left lane at Monarch Dr,, as this would viotate driver expectancy. As discussed and agreed at the meeting, this improvement corresponds to the 20-year planning horizon, assuming that all development noted occurs. lt is recommended that the need for, and exact timing of such, be confirmed through future study updates, as development in the area proceeds, B. The 100m weave section between the proposed no thbound channelized right turn at Monarch Dr. and the Hwy 11 SB On-Ramp is not adequate and may lead to undesirable weaving manoeuvres, P/ease consider instead an overlap operation of the NB right and WB left turning movements. This will be subject to further review and confirmation through future study updates as it pertains to the 20 year planning horizon, 9, (c)ii: The reply notes that it may be problematic to accommodate a 7-lane cross-secfio n on Hwy 12 at Monarch Dr,, given the development on either side of the highway, A functionat ptan showing this configuration should be submifted for our review, lnstead of providing a third through lane, please consider implementing an overlap operation of the NB right and WB left turning movements with the provision of a conventional NB right turn lane at West Ridge Blvd,, and an exclusive EB right turn lane at Monarch Dr., This will be subject to further review and confirmation through future study updates as it pertains to the 20 year planning horizon. l).based on the capactty and queuing analysis for the 2018 horizon, a WB double left turn should be provided at both West Ridge Blvd and Monarch Dr, The combined WB left turn volume for the 2018 PM peak hour at Monarch Drive and West Ridge Boulevard is 1060 vehicles, Provided motorists seek out the "path of least resistance", which is fully expected when traffic operations become congested, and left turns are balanced between intersections, a single left turn lane at each location will suffice. While left turn lanes will operate at capacity this is a result of allocating the minimum green time to such - thereby allocating maximum green times to other movements. As detailed in Section ô.5.1 of the study, should left turns divert from Monarch to West Ridge, such that both are relatively balanced, acceptable operations and queues would result. We have completed an updated assessment of the intersections of Highway 12 with West Ridge Boulevard/Murphy Road and Monarch Drive based on traffic counts provided by MTO (recorded in November 2009), The 2009 counts, which reflect the new WalMart location (and hence no retail operations in the former WalMart location), were factored in accordance with the growth Peter Dorton MTO Central Region Page 4 of I March 2, 2010

assumptions stated in the original study to determine the 2013 and 2018 background volumes. Additional traffic, related to those developments identified in the study was then considered, noting the following:. the West Ridge Phase 9 retail development was included in the revised projections;. the Galaxy Theatre has been completed since the original study and thus captured in the 2009 counts (and thus no additionalvolumes considered);. the new WalMart has been completed since the original study and thus captured in the 2009 counts (and thus no additional volumes considered); and. the former WalMart site was assumed to be redeveloped as retail use, With respect to the former WalMart site, trip estimates were determined based on a GFA of 107,000 ft2 and employing an average trip rate for free-standing discount superstore, specialty retail, free-standing discount store, shopping centre and office supply superstore land uses, Overall, the redevelopment of this site is expected to generate 133 trips in the AM peak hour and 417 in the PM peak hour, of which 30% are assumed pass-by hips, 20% internal trips and hence 50% new trips (assumptions as per the original study and the WalMart traffic impact study). The revised 2013 and 2018 traffic projections are attached, as are the initial projections as per the original study. Similarly, the 2009 count data is attached, as is the 2008 data previously employed. ln comparison, the future projections are relatively consistent, with the exception of the volumes to/from Murphy Road (ie. to/from the new WalMart). The operations of the noted intersections were revisited for the 2018 horizon, the results of which are summarized below in Table 1 (the conesponding Synchro worksheets and files are attached). Table 1: lntersection Operations - 2018 Total Traffic Volumes (revised) Highway 12 & West Ridge/ Murphy Highway 12 & Monarch Drive overall WB left overall WB left 32 42 " 53 c D a D 0,80 0.86 0.81 0.86 41 70 84 D E i 0.84 0.79 1.12 135 F 1.r5 As noted, the intersection of Highway 12 and Monarch Drive will experience high delays resulting in a poor level of service, particularly for the WB left turn. Under this scenario, the g5m percentile WB Peter Dorton MTO Central Region Page 5 of I March 2, 2010

left turn queue at Monarch Drive will be 140 metres in the AM and322 mehes in the PM - 205 metres is otherwise available and thus the queue operations are unacceptable. As previously discussed and addressed in our report, there are 2 possible means for improvements: motorists wishing to turn left will divert from Monarch Drive to West Ridge Boulevard, in search of shorter/faster routes; or implement a double left turn lane at Monarch Drive. The total WB left turns at both intersections for the 2018 PM peak hour is 1015 vehicles (consistent with our previous projections). Assuming a relatively equaldistribution between Monarch Drive and West Ridge Boulevard (which would require 195 of 695 left turns to divert), the intersection operations as summarized in Table 2 occur (Synchro worksheets attached), All operations are considered acceptable. With this diversion, the 95tn percentile WB left turn queues at West Ridge Boulevard and Monarch Drive will be 199 and 180 metres -220 and 205 metres of storage are available and thus the queues can be accommodated. Tabfe 2: lntersection Operations -2018 Total Traffic Volumes (revised + diversion) Highway 12 overall & West Ridge/ Murphy WB teft Highway 12 & Monarch Drive overall WB left 32 42 4 53 c D õ 0,80 0.86 031 D 0.86 46 63 r 76 D E ; E 0.99 0,97 1.09 0.99 t no diversion of traffic required in the AM peak hour - operations same as per raute t Should an additional WB left turn lane be implemented at Monarch Drive (without consideration for any diversion), the operations as outlined in Table 3 will result (Synchro worksheets and files are attached). Table 3: Intersection Operations -2018 Total rraffic volumes (revised + double left at Monarch) Highway 12 & West Ridge/ Murphy Highway 12 & Monarch Drive overall WB left overall 29 9 48 D 4 c õ 0.81 0.76 WB left 40 0.71 0 ^ 36 39 I 47 D D E D Peter Dorton MTO Central Region Page 6 of 8 March 2, 20'10

As noted, both intersections and their WB left turn movments will experience level of service E or better. 13, Please provide confirmation that the City will be undertaking a separate transportation study for the future Arterial Road - Murphy Rd, Exfension, including assessment of potential impacts on provincial highways and that the Crty will underta4e any associafed highway improvements attributable fo fhls potentialnew road. The City will undertake a future study to address the possible extension of Murphy Road. 15,The reply notes that coordination between consecutive signals was assumed for the operational analyses, Electronic copies of the Synchro files / progression analysis should be submitted for our review. ln addition, p/ease confirm the lane requirements for the Highway 11 exit ramps at Highway 12 / Coldwater (the capacity analysis provided for 2018 suggesfs the NB left and SB right turns almost at capacity), Depending on resu/fs of revised operational analysis, additional comments on recommended improvements, including potential need for improvemenfs af fhls interchange, may be provided, Snynchro files are provided for MTO review. Under the 2018 horizon, the NB and SB Highway 11 off-ramps will operate acceptably. The offramp movements are summarized below in Table 4. Table 4: lntersection Operations - 2018 Total Traffic Volumes Highway 12 & Hwy 11 SB off-ramp Highway 12 & Hwy 11 NB off-ramp SB right SB left NB right NB left 41 t35 40 D D õ D 76 43 t68 E D D E 0.91 0.26 0.48 0.92 With respect to traffic queues, the 95tt percentile queues for the PM peak are as follows: SB right - 124 metres, SB left - 36 metres, NB right - 65 metres and NB left - 158 metres. The SB off-ramp is configured as a right turn lane with a left turn lane added at the intersection, The NB off-ramp is the reverse, the right lane in added at the intersection. Each ramp affords 300 metres of storage (from the intersection to its bullnose with the highway) and thus the queues can be accommodated without spill back to the mainline highway, To improve operations for the turns lanes (and thus Peter Dorton MTO Central Region Page 7 of B March 2, 2010

reduce delays to motorists wishing to access the added lanes), the added lanes can be extended along the ramp further (ie. provide a 1-lane exit from Highway 11 which then flares to 2 lanes). lï.please advise as to how the Ctty r,vrshes fo address the General Comments contained in the letter of June 19, 2008, and confirm that a final revised Orillia West Transportation Planning Study will be prepared fo address the Technical Comments above, Please refer to the start of the letter which addresses the general comments, With respect to a final study report, given the uncertainties with respect to the 20 year development plans and forecasts, we do not believe a full study update is warranted. Rather, subject to MTO approval, we suggest the preparation of an addendum report that will summarize the additional investigations/correspondence and the resulting 5 and 10-year improvements, This document would be read in conjunction with the originalstudy, We trust that the foregoing response is satisfactory. Yours truly, C.C. Tatham & Associates Ltd. l\ \*-9P /,, (\ \\ Michael Cullip, P,Enò:J Director, M an ager - Transportation Eng ineerin g MJC:mjc copy: Peter Dance, City of Orillia (via email pdance@city.orillia.on.ca) llwpdoæ\306834 - Orillia West\Conespondenoe\L - MTO (Dorton3).doc Peter Dorton MTO Central Region Page B of I March 2, 2010

REVISED TRAFFIC VOTUMES & PROJECTIONS

COMPARISON OF 2OO9 COUNTS WTH 2OO8 COUNTS MURPHYROAD CEMETERY (3) (11) (14) I t- 22 (æ) (e11)(e34) (0) (0) (0) t- 0 (0) 724171<_313(739)4191ô10001ts307(766) tllfs4lrzo)++jtllr33i(626)hwy12 2008 VOLUMES (as per original study) MURPHYROAD CEMEIERY (3s) (61) lzlt t- ß (rr4) (1002) (s76) (r) (0) (t) I t- I (0) 1823.781F395(719)5415560001F486pgr) JlLlrT3(111) -JtLlr260i ohwyj2.l I t + + (0) 0 J 1+ I (518) 788 + 4S 23 111 971 908 (S61) 821 + I ZO 0 300 (63) 67 -l (r34 (66) (1se) (eoe) (e04 (41) 87 -l I C/4) (0) (601) WEST RIDGE BLVD MOI, ARCH ORI\E 2009 VOLUMES (as per Nov 2009 MTO counts) vorumes feíect warmarl rn new þca(on 0n Mufpny xoao; o0 watman Duilotng rematns vacant MURPHYROAD CEMETERY (3s) (s0) lztt t- 51 (05) (66) (42) (1) (0) (r) t- 1 (0) lr.-1.61 I <- 82 f0) 122 es 0 0 0 179 (135) llllrrr{ærej Llr-n.ìrssrHwYr2 (e)3jl+ 1P+(o)ojltlÊ {36) 41 + I 11 12 28 130 106 las2:) 131 + -84 0 6i {14) -12 1 tsal (41) (rq (200) (1e0) {62) -25 -l I <gtl (0) (146) WESTRIOGEEL\D MONARCHDRNÆ DIFFERENCE (2009 volumes minus 2008 volumes) vqumes at Murpny/wes KOge are relatuely consistent wth exception 0f sb left and wb right (which s majof move ffom/to walmaft) Volumes at Monarch reflect shifr in WalMarl - decrease in EB right, NB left and WB left; inc ease in EB and WB through volumes (note - NB right volumes have increased whereas these would have expected to decrease in concert with the WB lefls)

COMPARISON OF REV]SED 2013 PROJECTIONS WTH ORIGINAL 2013 PROJECTIONS MURPHYROAD CEMETARY (235) (110) (ss0) I L 180 (5s5) (1590)(1615) (0) (0) (0) t- 0 (0) 60 60 165 355 (720',t 800 855 0 0 0 <- 670 (1380) llllr26st27s\ejlllr370t610)hwy12 (215) 100-1 l.r I r + + (0) 0 J l+l I f' (540) 815 + I 60 55 155 113s 1o8o (o) 940 + I 18s o 290 (115) 120 1 p20l (130) (31s) (210) (1ßs) (210) 110 -l (23Ð (0) (510) WESTRIDGEBLVD 2013 TOTAL VOLUMES (as per original study) MONARCHDRIVE MURPHYROAD CEMETARY (ss) (110) ß20) I t- i00 (210) (1320) (i321) (1) (0) (t) I t- I (0) 50s01351F460(860)8208s00001<_750(1185) J+Llr260(2s0)++JtLlf315(63s)HwY12 (70) 4s J l I f' + + (o) o J 1+l I Ê (ô15) 885 + I zs 55 185 f20s 1135 (119s) 1020 + I 100 0 385 (100) i10 -l I tras) (140) (340) (1275) (1280) (8s) 115 -l (r35) (0) (755) WEST RIDGE BLVD MOI.IARCH DRIVE 2013 TOTAL VOLUMES (as per revisions to reflect 2009 counts) MURPHYROAO CEMETARY {r40) (0) tzool I t- -80 {38s) {270) {2e4) (1) (0) (1) t- 1 (0) -10-10.301ts105(140)20-50001<-80-(195) llllr.s.r2sì +JlLlr-2s-(s) {115) -55 J 1+l I f' + + (0) 0 -t 1+ t P C/5) r0 rs 0 30 70 ss (119s) 80 I -85 0 9s {1s} -10 -} I <ss) (10) (2s) {160) (1070) {i2s).25 -l {100) (0) (245) WEST RIDGE BLVD DIFFW MONARCH DR VE

COMPARISON OF REVISED 2018 PROJECTIONS WITH OR GINAL 2018 PROJECT]ONS MURPHYROAD CEMETARY (250) (r30) (610) t- zoo (62s) (1815) (1835) (o) (o) (o) I t- o (o) 70 75 r90l ts 405 (840) 1015 1075 0 0 0 <_ 870 (1585) llllr ror3sol++jlllrrto(7io)hwy12 (225' ro5 J 11 I f' + (0) 0 J l.l (ô25) 935 + I 75 70 220 1345 1285 (0) ll35 + 205 0 335 (130) 140 -l (250) (r50) (450) (r68s) (220) (220) 1s0 -l I (250) (0) (s6s) WEST RIDGE BLVD MONARCH DRIVE 2018 TOTAL VOLUMES (as per or ginal study) MURPHYROAD CEMETARY (110) (i3o) teool I t- ns e4sl (is4s)(r5s1) (1) (o) (1) I t- 1 (o) 60 65 rool ts 515 (9S0) 1040 1085 0 0 0 ts 970 (1405) J + L I r oo (320) + + J + L I rgss (6e5) (80) I r + + (0) 0 J l<'l I r' (69s) r0ro + I 8s 70 zso 1420 1350 (1460) 1225 + r15 0 435 (r20) r35 J (210) (1ô0) (4s0) (1535) 0555) (e5) 125 1 I (r45) (0) (820) WEST RIDGE BLVD MONARCH DRIVE 2018 TOTAL VOLUMES (as per revisions to reflect 2009 counts) MURPHYROAD CEMÉTARY -(140) (o) -tzsol t- -75 -(380) -(27o, -(284) (r) (o) (1) I t- I (o) -10 -lo 30 I 110 (i40) 25 't0 0 0 0 Þ 100 -(180) J t Llrro -(30) - J t Llr-zs -(rð H\lrJ? -(145) -so J l.l I t' + + (o) o J l+ I r' (70) 75 I r0 0 30 75 65 (1460) 90 + I -90 0 100 -(10) -5 -l I -t ol (r0) (30).(r50) (1335) -(12s) -Zs -l -(r05) (0) (255) WESTRIDGE BLVD DIFFERENCE (revised - or g nal) MONARCH ORIVE

REVTSED 2018 I NTERSECTION OPERATIONS

HCM Signalized lntersection Capacity Analysis 4: Hwv 12 & Cemetarv 2t26t2010 ) \ ( \ \ Ì \ Lane Configurations Volume (vph) ldeal Flow (vphpl) Total Lost time (s) Lane Util, Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (oerm) Peak-hourfactor, PHF Adj. Flow (vph) Clearance Time (s) I 0 1225 125 385 970 01150435000 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 6.0 2.0 6.0 6.0 6.0 0.95 1.00 0.95 1.00 1.00 0.99 1.00 1.00 1.00 0.85 1.00 0,95 1.00 0.9s 1,00 3490 1770 3539 1770 1583 1.00 0,95 1.00 0.76 1.00 3490 1770 3539 1410 1583 0,95 0.95 0.95 0.95 0.95 0.95 0,95 0.95 0.95 0.95 0.95 0.95 0 1289 132 405 1021 0't21 0458000 RTOR Reduction 06000 000348000 Lane Group Flow (vph) 0 1415 0 405 1021 0 0 121 110 0 0 0 Turn Type Perm Prot pm+pt Perm Perm Protecled Phases 4 38 526 Permitted Phases 4 226 Actuated Green, G (s) 50.0 24.0 24.0 Effective Green, g (s) 50.0 24.0 24.0 Actuated g/c Ratio 0.42 0.20 0.20 6,0 32,0 84.0 32.0 84.0 0.27 0.70 2.0 6,0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS 1454 c0.41 0.97 34.3 0.51 12.5 30.1 c 30.1 c 472 2477 c0.23 0.29 0.86 0.41 41.8 7.6 0.86 0.68 16.3 0,1 52.5 5.2 DA 18.7 B 282 317 c0.09 0.07 0.43 0.35 42.0 41.3 0.94 1.17 1.0 3.0 40.3 51.2 DD 48.9 D HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) lntersection Capaci$ Utilization Analysis Period (min) c Cdtical Lane Group 28.5 0.81 120.0 78.90/o 15 HCM Levelof Service Sum of lost time (s) ICU Level of Service c 14.0 D 2018 AM (revised Monarch & Murphy volumes) Synchro 7 - Report Page 2

HCM Signalized lntersection Capacity Analysis 9: Hwv 12 & Murphy Road 2t26t2010 ) \ ( \ n t I Lane Configurations I 11" Volume (vph) 55 1010 130 400 515 125 85 65 250 160 65 55 ldeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 2.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util, Factor 1,00 0.95 1.00 0,95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1,00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3479 1770 3539 1583 ',t770 1863 1583 1770 17U Flt Permitted 0.45 1.00 0.95 1.00 1.00 0.64 1,00 1.00 0.71 L00 Satd. Flowloerm) 838 3479 1770 3539 1583 1'194 1863 1583 1329 1734 Peak-hourfactor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0,95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 58 1063 137 421 542 132 89 68 263 168 68 58 RTOR Reduction (vph) 0900039 002110250 Lane Group Flow(vph) 58 1191 0 421 542 93 89 68 52 168 101 0 Turn Type Perm Prot Perm Perm Perm Perm Protec{ed Phases 216 84 Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS 2 45.2 45.2 45.2 45.2 0.38 0.38 6884 37.0 84.2 84.2 23.8 23.8 23.8 23.8 23.8 37,0 84.2 54.2 23.8 23.8 23.8 23.8 23.8 0.31 0.70 0.70 0.20 0.20 0.20 0.20 0.20 Clearance Time (s) 6.0 ô,0 2.0 6.0 6.0 6.0 6.0 6.0 6,0 6.0 Vehicle Extensíon (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3'0 3'0 3.0 Lane Grp Cap (vph) 316 1310 546 2483 1111 237 369 314 263 344 v/s Ratio Prot c0.34 û.24 0.15 0.04 0.06 v/s Ratio Perm 0.07 0.06 0.07 0.03 c0.13 v/c Ratio 0.18 0.91 0.77 0.22 0.08 0.38 0.18 0.'17 0.64 0.29 Uniform Delay, d1 25.0 35.5 37.7 6.3 5.7 41.7 40.0 39.9 44.2 40,9 Progræsion Factor 0.77 0.79 0.85 1.03 1.84 0.94 0.93 0.85 1.00 1.00 0.2 8.0 19.4 35.9 BD 35.1 D 9.4 0.0 0.0 4.5 1,1 1.1 11.3 2.2 41.3 6.5 10.5 43.5 38.4 35.0 55.5 43.1 DABDDCED 20.4 c 37.3 D 50.2 D HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) lntersection Capacity Utilization Analysis Period (min) c CdtiælLane Group HCM Level of Service Sum of lost time (s) ICU Level of Service c 14,0 E 2018 AM (revised Monarch & Murphy volumes) Synchro 7 - Report Page 4

HCM Signalized lntersection Capacity Analysis 4: Hwv 12 & Cemetary 426t2010 a' \ { \ a Ì I Volume (vph) ldeal Flow (vphpl) 0 1460 95 695 1405 0 145 0 820 0 1 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 2.0 6.0 6.0 2.0 6,0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 1,00 Frt 0.99 1.00 1.00 1.00 0.85 1.00 Flt Protected 1.00 0.95 1.00 0.95 1.00 1,00 Satd. Flow (prot) 3507 1770 3539 1770 1583 1863 Flt Permitted 1.00 0.95 1.00 0.76 1.00 1.00 Satd. Flow (ærm) 3507 1770 3539 1410 1583 1863 Peak-hourfactor, PHF 0,9s 0.95 0.95 0.95 0.95 0,95 0.95 0.95 0,95 0.95 0.95 0,95 Adj. Flow (vph) 0 1537 100 732 1479 01530863010 RTOR Reduction 03000 0002000 Lane Group Flow (vph) 0 1634 0 732 1479 0 0 153 861 0 1 0 Tum Type Perm Protected Phases 4 Permitted Phases 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) v/s Ratio Prot v/s Ratio Perm Progression Factor lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS 58,0 58,0 0.79 96.9 133.1 F 133.1 F Prot 38 54.0 114.0 54,0 114.0 0.39 0,36 0.76 6.0 2.0 6,0 1.15 0.55 48.0 7.4 1.22 1.01 76.4 0.1 135.1 7.6 FA 49.8 D pm+pt pm+ov Perm 5236 226 24.0 78.0 24.0 24.0 78.0 24.0 0.16 0.52 6.0 2.0 Vehide Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 1 356 637 2690 226 823 298 c0.47 c0.41 0.42 c0.38 0.00 0.11 0.17 v/c Ratio 1.20 0.68 1.05 0.00 Uniform Delay, d1 46.0 59.3 36.0 52.9 1.00 1.00 1.00 0.16 6.0 7.8 44.1 0.0 67.1 80,1 53.0 EFD 78.2 53.0 ED 0 1900 HCM Average Control Delay HCM Volume to Capaci$ ratio Actuated Cycle Length (s) lnteræction Capaci$ Utilization Analysis Period (min) c Critical Lane Group 83,7 1.12 150.0 111.70/o 15 HCM Level of Service Sum of lost time (s) ICU Levelof Service F 10.0 H 2018 PM (revised Monarch & Murphy volumes) Synchro 7 - Report Page 2

HCM Signalized lntersection Capacity Analysis 9: Hwv 12 & Murphv Road a26t2010 Lane Configurations Volume (vph) ldeal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Peak-hourfactor, PHF Adj. Flow (vph) Tum Type Protec{ed Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Level of Service Approach Delay (s) Approach LOS ) t1' \ ( \ 80 695 120 320 980 245 210 160 480 360 130 105 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 6.0 6.0 2.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.00 0,95 1.00 0.95 1.00 1.00 1.00 1.00 1,00 1,00 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 0,95 1,00 0,95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1770 3461 1770 3539 1583 1n0 1863 1583 1770 1738 0.28 1.00 0,95 1.00 1.00 0.52 1.00 1.00 0.61 1,00 Satd. Flow loerml 517 3461 1770 3539 1583 968 18ô3 1583 1145 1738 0,95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0,95 0.95 0.95 0.95 84 732 126 337 1032 258 221 168 505 379 137 1', 1 RTOR Reduction (vph) 010 00580 02590190 Lane Group Flow (vphl 84 848 0 337 1032 200 221 168 246 379 229 0 Perm 2 2 40.3 40.3 40.3 40.3 0.27 0.27 5.9 10.9 48.4 57.7 DE 56.9 E Prot 16 n Perm Perm 6884 36.0 78,3 78.3 59.7 59.7 59.7 59.7 59.7 36.0 78.3 78.3 59.7 59.7 59.7 59.7 59.7 0.24 0.52 0.52 0.40 0.40 0.40 0.40 0.40 6.0 6.0 2.0 6.0 6.0 6,0 6.0 6,0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 139 930 425 1U7 826 385 741 630 456 692 v/s Ratio Prot c0.25 c0.19 0.29 0.09 0.13 v/s Ratio Perm 0.16 0.13 0.23 0.16 c0.33 v/c Ratio 0.60 0.91 0.79 0.56 0.24 0.57 0.23 0.39 0.83 0.33 Uniform Delay, d1 47.9 53.1 53.5 24.2 '19.6 35.2 29.9 32.2 40,6 31.3 Progression Factor 0.89 0.88 1.09 0.93 0.80 1.00 1.00 1.00 1.00 1.00 lncremental Delay, d2 12.0 0.3 0.1 6.1 0.7 1.8 16.0 1,3 Delay (s) 70.2 22.7 15.9 41.3 30.6 34.0 56.7 32.6 ECBDCCEC 31.5 c 35.2 Ì \ Perm Perm 84 D 47.1 D HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) lntersection Capacity Utilization Analysis Period (min) c Critical Lane Group 40,5 0.84 150,0 87.7olo 15 HCM Levelof Serviæ Sum of lost time (s) ICU Level of Serviæ D 14.0 E 2018 PM (revised Monarch & Murphy volumes) Synchro 7 - Report Page 4

REVTSED 2018 INTERSECTION OPERATIONS + DIVERSION

HCM Signalized lntersection Capacity Analysis 4: Hwv 12 & Cemetarv u26t2010 ) \ ( \ \ Ì \ Lane Configurations Volume (vph) ldeal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (ærm) Peak-hourfactor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (voh) Tum Type Protec{ed Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehide Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS 0 1460 95 500 1600 0 145 0 820 010 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 6.0 2.0 6.0 6.0 2.0 6.0 0.95 1,00 0.95 1.00 1.00 1.00 0.99 1.00 1.00 1.00 0.85 1.00 1.00 0,95 1.00 0.95 1.00 1.00 3507 1770 3539 1770 1583 1863 1.00 0,95 1.00 0.76 1.00 1.00 3507 1770 3539 1410 1583 0,95 0.95 0,95 0.95 0,95 0,95 0.95 0.95 0.95 0,95 0.95 Perm 0 1537 100 526 1684 0 153 0 863 0 1 04000000300 0 1633 0 526 1684 0 015386001 4 4 53.0 53.0 0.41 6,0 3.0 1430 ú.47 1.14 38.5 0.73 68.4 96.6 F 96.6 F Prot 38 39.0 94.0 39.0 94,0 0.30 0.72 2,0 6,0 3.0 3.0 531 2559 0.30 0.48 0.99 0.66 45.3 9.5 1.13 1.19 24.3 0.3 75.5 11.6 EB 26.8 c pm+pt 5 2.{' 1863 pm+ov Perm 236 26 24.0 63.0 24.0 24.0 63.0 24.0 0.18 0.48 0.18 6.0 2.0 6.0 3.0 3,0 3.0 260 767 c0.34 0.11 0.21 0.59 1.12 48.5 33.5 1.00 1.00 3.4 71.1 51.9 10t.6 DF 96,7 F u4 0.00 0.00 43.2 1.00 0,0 43.3 D 43.3 D 0.95 0 0 0 HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) lntersection Capacity Utilization Analysis Period (min) c Critical Lane Group 64.9 1.09 130.0 111.70/o 15 HCM Level of Service Sum of lost time (s) ICU Levelof Service E 10,0 H 2018 PM (revised Monarch & Murphy volumes + diversion) Synchro 7 - Report Page 2

HCM Signalized lntersection Capacity Analysis 9: Hwy 12 & Murphy Road 426t2010 ) I I \ \ Ì \ Lane Configurations Volume (vph) ldeal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow loerm) Peak-hourfactor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Grouo Flow lvohl ïum Type Protec{ed Phases Permitted Phases Acluated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS 80 695 120 515 980 245 210 160 480 360 130 105 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 6.0 6.0 1.00 0.95 1.00 0.98 0.95 1.00 1770 3461 0.28 1.00 2.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.00 0.95 1,00 1.00 1.00 1,00 1.00 1.00 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1770 3539 1583 1770 1863 1583 1770 1738 0,95 1,00 1.00 0.49 1.00 1.00 0.61 1.00 517 3461 1770 3539 1583 920 1863 1583 1129 1738 0.95 0.95 0.95 0.95 0,95 0,95 0.95 0.95 0.95 0.95 0.95 0,95 u 732 126 542 1032 258 221 168 505 379 137 111 0 11 0 066003050230 u u7 0 542 1032 192 221 168 200 379 225 0 Perm 2 2 32.0 32.0 32.0 32.0 0.25 0.25 6.0 6.0 3.0 3.0 127 852 ú.24 0.16 0.66 0.99 44.1 48,9 0.87 0.88 9.9 26.1 48.2 69.2 DE 67.3 E Prot Perm Perm Perm Perm 'r 684 6884 41.0 75.0 75.0 43.0 43.0 43.0 43.0 43.0 41.0 75.0 75.0 43.0 43.0 43.0 43.0 43.0 0.32 0.58 0,58 0.33 0.33 0.33 0.33 0.33 2.0 6.0 6.0 6.0 6,0 6.0 6.0 6.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 558 2442 913 304 616 524 373 575 c0.31 0.29 0.09 0.13 0.12 0.24 0.13 c0.34 0.97 0.51 0.21 0.73 0.27 0.38 1.02 0.39 43,9 16.4 13.2 38.3 32.0 33.3 43,5 33.4 0.83 0.88 0.96 1.00 1.00 1.00 1.00 1.00 26.8 0.1 0.1 14.1 1.1 2.1 50,7 2.0 63.1 14.6 12.8 52.5 33.1 35.4 94.2 35.4 EBBDCD 28.7 39.2 CD FD 71.0 E HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) I ntersection Capaci$ Utilization Analysis Period (min) c Critical Lane Group 45.5 0.99 130.0 98,3% 't5 HCM Level of Service Sum of lost time (s) ICU Levelof Service D 14.0 F 2018 PM (revised Monarch & Murphy volumes + diversion) Synchro 7 - Report Page 4

REVTSED 20 r I INTERSECTION OPERATIONS + DOUBTE LEFT AT MONARCH

HCM Signalized lntersection Capacity Analysis 4: Hwy 12 & Cemetarv ) \ ( \ \ Ì \ Lane Configurations Volume (vph) ldeal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hourfactor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Turn Type 0 1125 1900 1900 6.0 0.95 0.98 1.00 3486 1.00 3486 0.95 0.95 0 1184 010 0 1306 Perm Protected Phases 4 Permitted Phases 4 Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) 36.4 36.4 0.40 6.0 125 1900 385 970 1900 1900 2.0 6.0 0.97 0,95 1.00 1.00 0.95 1.00 3433 3539 0.95 1.00 3433 3539 0.95 0.95 0.95 132 405 1021 000 0 405 1021 Prot 38 15.0 53.4 '15.0 53.4 0.17 0.59 2.0 6.0 0 115 0 1900 1900 1900 6.0 1.00 1.00 0.95 1770 0.76 1410 435 1 900 6.0 1.00 0.85 1.00 1583 1.00 1583 êlt 000 1900 1900 1900 0.95 0.95 0,95 0.95 0.95 0,95 0.95 01210458000 000240000 00121 2'.18000 pm+pt 5 2 2 Perm Perm 26 24.6 24.6 24,6 24.6 0.27 0.27 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS 1410 c0.37 0.93 25.5 0.42 6.6 17.4 B 17.4 B 572 û.12 0.71 35.4 0.94 6.7 39.9 D 2100 0.29 0.49 10.5 1.09 0,2 11.6 B 19.6 B 433 0.09 c0,14 0.31 0.50 26.0 27.6 0.96 0.99 0.5 4.1 255 31.3 cc 30.1 c HCM Average Conkol Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) lntersection Capacity Utilization Analysis Period (min) c Critical Lane Group HCM Level of Service Sum of lost time (s) ICU Level of Service c 14.0 c 2018 AM + improvements (revised Monarch & Murphy volumes + double left at Monarch) Synchro 7 - Report Page2

HCM Signalized lntersection Capacity Analysis 9: Hwv 12 & Murphv Road 2t26t2010 ) \ a Ì \ Movement. EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR LaneConfigurations I 11' I +t f ì + \ Þ 55 940 130 400 515 125 85 65 250 160 65 55 Volume (vph) ldeal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 2.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1,00 1.00 '1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3475 1770 3539 1583 1770 1863 '1583 1770 1734 Flt Permitted 0.45 1.00 0.95 1.00 1.00 0.68 1.00 1.00 0.71 1.00 Satd. Flow(perm) 838 3475 1770 3539 1583 1260 1863 1583 1328 1734 Peak-hourfactor, PHF Adj, Flow (vph) 0.95 0.95 0.95 58 989 137 0.95 421 0.95 0.95 0.95 0.95 542 132 89 6B 04200 0.95 0.95 263 168 214 0 RTOR Reduction (vph) 01200 Lane Grouo Flow lvoh) 58 1114 0 421 542 90 89 68 49 168 Turn Type Protected Phases Perm 2 Prot 16 Perm Perm Perm Perm Permitted Phases 2 688 4 Actuated Green, G (s) 31.4 31.4 28.0 61.4 61.4 16.6 16.6 16.6 16.6 16.6 Effective Green, g (s) 31.4 31.4 28.0 61.4 61.4 16.6 16.6 16.6 16.6 16.6 Actuated g/c Ratio 0.35 0.35 0.31 0.68 0.68 0,18 0.18 0.18 0.18 0.18 Clearance Time (s) 6.0 6.0 2.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Elension (sl 3.0 3.0 3.0 3.0 3.0 3,0 3.0 3.0 3.0 3.0 292 1212 1080 232 344 292 245 320 Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS lntersection Summaû HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) lntersection Capacity Utilization Analysis Period (min) c Critical Lane Group 0.07 0.20 20,5 0.66 0.3 13.8 B c0.32 0.92 28.1 0.73 8.7 29.1 c 28.3 c 28.8 0.81 90.0 81.20/o 15 551 2414 c0.24 0.15 0.76 0.22 28.0 5.4 1.39 0.74 8.8 0.0 47.8 4.0 DA 20.9 c 0.06 0.08 4,8 0.99 0.0 4.8 A HCM Levelof Service Sum of lost time (s) ICU Level of Service 0.07 0.38 0.20 32,2 31.1 1.04 1'04 4.7 1.3 38.1 33.4 DC 40.8 0.04 0.05 D 0.95 0.95 68 58 330 930 4 0.03 c0.13 0.17 0.69 0.29 30.9 34.3 31.6 1.37 1.00 1.00 1.2 14.5 2.3 43.6 48.8 33.9 DDC 42.4 c 14.0 D D 2018 AM + mprovements (revised Monarch & Murphy volumes + double left at Monarch) Synchro 7 - Report Page 4

HCM Signalized lntersection Capacity Analysis 4: Hwv 12 & Cemetarv 2t26t2010 Lane Configurations Volume (vph) ldeal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Peak-hourfactor, PHF Adj. Flow (vph) RïOR Reduction (vph) Lane Grouo Flow (voh) Turn Type Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) ) \ ( 0 1460 95 690 1405 0 145 0 820 6.0 2.0 6.0 0.95 0.97 0.95 0.99 1.00 1.00 1.00 0.95 1.00 3433 3539 1.00 0.95 1,00 3507 3433 3539 \ 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 r900 1900 6.0 2.0 6.0 1.00 1.00 1.00 1.00 0.85 1.00 0.95 1.00 1.00 3507 1770 1583 1863 0.76 1,00 1,00 0.95 0.95 0,95 0.95 0.95 Perm 0 1537 100 726 1479 04000 0 1633 0 726 1479 4 4 49.0 49,0 0.41 6.0 Prot 38 33.0 84.0 33.0 84.0 0.28 0.70 2.0 6.0 a 4 t 1410 1583 \ 1 1863 0,95 0.95 0.95 0,95 0.95 0.95 0.95 01530863010 0003000 00153860010 pm+pt pm+ov Perm 5 23 2 26 24.0 57.0 24.0 57.0 0.20 0.48 6.0 2,0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS 1432 ú.47 1.14 35.5 0.77 68.9 96.2 F 96.2 F 944 2477 0.21 0.42 0.77 0.60 40.0 9.3 1.11 1.23 2.7 0.2 47.3 11.6 DB 23.4 c 282 752 c0.31 0,11 0.23 0.54 1.14 43.1 31.5 1.04 1.02 2.1 79.7 46.7 111.8 DF 102.0 F 6 24.0 24.0 0.20 6.0 3.0 373 0.00 0.00 38.4 1.00 0.0 38.4 D 38.4 D HCM Average Control Delay HCM Volume to Capacity ratio Actuated Cycle Length (s) lntersætion Capacity Utilization Analysis Period (min) c CñticalLane Group 64,4 1.10 120.0 111.7010 l5 HCM Levelof Service Sum of lost time (s) ICU Level of Service E 10.0 H 2018 PM + improvements (revised Monarch & Murphy volumes + double left at Monarch) Synchro 7 - Report Page2

HCM Signalized lntersection Capacity Analysis 9: Hwy 12 & Murphy Road 2t26t2010 a' \ { \ \ Ì I Lane Configuralions Volume (vph) ldeal Flow (vphpl) TotalLosttíme (s) Lane Util. Factor Frt Flt Protected Satd. Flow (pro$ Flt Permitted Clearance Time (s) Vehicle Extension (s) 80 695 120 320 980 245 210 160 480 360 130 105 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 6.0 6.0 2.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 1.00 0.95 1.00 0.95 1.00 1.00 L00 1.00 1.00 1.00 1.00 0.98 1.00 1.00 0.85 1.00 1.00 0.85 1.00 0.93 0.95 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1770 3461 1770 3539 1583 1770 1863 1583 1770 1738 0.28 1.00 0.95 1.00 1.00 0,53 1,00 1.00 0.63 1.00 Satd. Flowloerm) 517 3461 1770 3539 1583 983 1863 1583 1169 1738 Peak-hourfactor, PHF 0.95 0,95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 84 732 126 337 1032 258 221 168 505 379 137 111 RTOR Reduction (vph) 0120 00720 03120240 Lane Grouo Flow (voh) 84 846 0 337 1032 186 221 168 193 379 224 0 Turn Type Perm Prot Perm Perm Perm Perm Protected Phases 2 16 84 Permitted Phases 2 6884 Actuated Green, G (s) 32.2 32.2 28.0 62.2 62.2 45.8 45.8 45.8 45,8 45.8 Effectíve Green, g (s) 32.2 32.2 28,0 62.2 62.2 45.8 45,8 45.8 45.8 45,8 Actuated g/c Ratio 0.27 0.27 0.23 0.52 0.52 0.38 0.38 0.38 0.38 0.38 6.0 6,0 2,0 6.0 6.0 6,0 6.0 6.0 6.0 6.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) v/s Ratio Prot v/s Ratio Perm v/c Ratio Uniform Delay, d1 Progression Factor lncremental Delay, d2 Delay (s) Level of Service Approach Delay (s) Approach LOS 3.0 3.0 139 929 c0.24 0.16 0.60 0.91 38.3 42.5 0.88 0.87 5,8 10.7 39.3 47.7 DD 46.9 D 413 1834 821 375 c0.19 0.29 0.12 0.22 711 604 446 663 0.09 0.13 0.12 c0.32 0.82 0.56 0.23 0.59 0.24 0.32 0.85 0.34 43.6 19J 15.8 29.6 25.2 26.1 34.0 26.3 0.82 0.85 0.78 0.99 1.00 1.94 1.00 1.00 13.5 0,3 0,1 6.5 0,8 1.3 18.0 1.4 49.3 ',t7.0 12.3 35.6 25.9 52.0 52.0 27.7 DBBDCDDC 22,9 43.1 42.4 CDD HCM Average Conhol Delay HCM Volume to Capaci$ ratio Actuated Cycle Length (s) lntersection Capacity Utilization Analysis Period (min) c Critical Lane Group 35.8 0.86 120.0 87.70/o 15 HCM Levelof Service Sum of lost time (s) ICU Level of Serviæ D 14.0 E 2018 PM + improvements (revised Monarch & Murphy volumes + double left at Monarch) Synchro 7 - Report Page 4

November 19, 2010 via mail & email: peter.dorton@ontario.ca CCTA File 306834 Peter Dorton Project Manager MTO Central Region 7 th Floor, Building D 1201 Wilson Road Downsview, ON M3M 1J8 Re: City of Orillia Orillia West Transportation Planning Study Further to the MTO comments of June 8, 2010, we provide the following additional information and comments. General Meeting Notes/General Comments It is acknowledged that the MTO is undertaking a preliminary design study for the interchange of Highway 11/Highway 12 South/Old Barrie Road. We trust you will consider the recommendations set forth in the Orillia West Transportation Study as part of the MTO study. It is acknowledged that the MTO has no highway expansion plans within the Orillia area over the next 5 years. At this time, the City cannot support the reconfiguration of the Old Barrie Road/Harvie Settlement Road intersection to a right-in/right-out as requested. While Harvie Settlement Road is currently connected to University Avenue/West Ridge Boulevard at its north end, and thus would provide an alternative means of access to/from the area, there is concern with respect to the grade on Harvie Settlement Road (just south of its northerly terminus) during winter conditions. Vehicles that would otherwise travel south on Harvie Settlement Road and turn left onto Old Barrie Road would be forced to travel north through the grade in question. There are plans for a future connection between University Avenue and Harvie Settlement Road in advance of this grade; once this connection has been constructed, the intersection at Old Barrie Road is intended to be closed. It is acknowledged that an updated traffic study will be needed prior to confirming the extent of road improvements necessary at Highway 11/Burnside Line ramp terminals to support the Area 3 development. This study would be separate from the Orillia West Transportation Study.

It is the City s intent to revisit the Orillia West Transportation Study on a 5-year basis. The study has made several aggressive assumptions with respect to development growth and corresponding traffic volumes, which in turn have dictated the need for road improvements. The intent of revisiting the study is to confirm what development has occurred in that 5-year period and provide an updated outlook with respect to continued development and traffic forecasts. The Orillia West Transportation Study has identified a number of road improvements to be implemented over a 20-year period. The City has instituted development charges which consider these improvements (in addition to others), to be implemented as warranted. The MTO would also be expected to contribute funds to those improvements identified for the MTO roads, that are not otherwise the direct result of new area development (ie. improvements to address existing conditions and future highway volumes). It is acknowledged that cost-sharing agreements will have to be established as they relate to the noted road improvements. The City will work diligently with the developers and MTO as necessary. Technical Comments Points are numbered in reference to the previous letter (MTO comments are in italics). 4. Storage for a potential eastbound left turn lane on Old Barrie Road/Highway 12 at the Highway 11 NB on-ramp to be reviewed as part of preliminary design study. No further action required in that this will be further reviewed as part of the MTO study. 5. Please confirm what additional storage is required for EB Highway 12 left turn lane to Murphy Road. In consideration of the revised 2018 traffic projections presented in our letter of March 2, 2010 (which reflect the November 2009 MTO traffic counts at Highway 12/Murphy Road and the relocation of WalMart to Murphy Road), the 95 th percentile queue for the EB left turn lane will be in the order of 28 to 37 metres. Based on aerial photography, the existing EB left turn lane is comprised of a 160 metre taper length, a 70 metre parallel lane and a 15 metre storage length (appears to have been constructed to a 100 km/h design speed). In consideration of the existing lane configuration and the recommendation for a consistent 60 km/h speed limit through the builtup area (ie. to west of West Ridge Boulevard), no additional improvements are considered necessary. While the assessment considers the revised 2018 volumes, marginal increases are expected through to 2028 in that all area development affecting this movement has been assumed prior to 2018. 6. With respect to right turn lanes/tapers for Highway 12 intersection, further discussions on potential cost sharing is still recommended. Acknowledged. Peter Dorton MTO Central Region Page 2 of 5 November 19, 2010

7. If Highway 12 widening to 6 lanes is considered to be a longer term improvement (beyond 10 years), how will the City recover costs for this if the need and timing for it is only revisited after permits for development have been issued and site development has occurred. The need for the widening has been established in the Orillia West Transportation Study and identified as a long-term improvement. The City has development charges to fund such highway interchange improvements and major road projects, and as a result, as new developments are approved, they are required to contribute to the future financing of these improvements. In this respect, a mechanism for the potential funding of these improvements is in place; the exact timing of which will be reviewed and confirmed in subsequent study updates. 8. Our design concerns still pertain, and similar to point 7, it is not clear how or if they can be adequately addressed in the future. Refer to Answer 7 as to how long-term improvements are to be addressed. With respect to the adequacy of the recommended improvements at Monarch Drive and Highway 12, the assessment of the resulting EB weave section between Monarch Drive and the Highway 11 SB on-ramp noted an acceptable level of service would result - LOS D (refer to our correspondence of February 18, 2009). Notwithstanding, we have investigated the recommendation of MTO to provide a standard NB right turn lane on Monarch Drive at Highway 12 with overlap operations with the WB left turn lane. However, given the volume of traffic considered during the 2028 peak hours (the most critical), this will not provide sufficient operations (which is why the right channel was recommended). To achieve acceptable operations, the EB right turn lane at Monarch Drive could be converted to a shared through-right lane thus providing 3 lanes through the intersection. Coupled with the overlap signal operations, a suitable level of service would be provided - an overall intersection level of service D with an average delay of 48 seconds (operational worksheet is attached for the 2028 PM peak hour). A functional plan of the noted configuration is also attached as Figure 1. The above will also be subject to further review and confirmation through future study updates as it pertains to the 20 year planning horizon. 9. Our design concerns still pertain, and similar to points 7 and 8, it is not clear how or if they can be adequately addressed in the future. Refer to Answer 7 as to how long-term improvements are to be addressed. As per Answer 8, the provision of a standard NB right turn lane will require a 3 rd EB through lane to ensure adequate intersection operations, even with overlap signal operations. An exclusive right turn lane is not considered necessary given the reserve capacity that will remain within the 3 EB Peter Dorton MTO Central Region Page 3 of 5 November 19, 2010

lanes. The provision of an EB right turn lane, as suggested by MTO, may not be possible given the existing ROW and urban road section (a functional plan with the EB right is provided in Figure 2). The MTO had suggested that the NB channelized right on West Ridge Boulevard be converted to a standard right turn lane. However, it is recommended that the NB right at West Ridge Boulevard remain channelized with its own receiving lane as recommended in our study (refer to Figure 3). As per Item 8, the receiving lane could be extended through the Monarch Drive intersection, thus negating the need for weave manoeuvres (as was previously the case should the receiving lane be a right turn only lane at Monarch Drive). This will insure free flow manoeuvres would be maintained, which will better accommodate traffic volumes and any overflow from Monarch Drive given the elimination of the channelized right turn movement. Should the NB channelized right on West Ridge Boulevard be converted to a standard right turn lane, the provision of 3 EB lanes on Highway 12 should commence prior to West Ridge Boulevard to ensure appropriate capacity through the intersection. 10. The 2018 analysis indicates that the left turn lanes at both Monarch Dr and West Ridge Blvd will be almost at capacity even with the assumed diversion of left turning traffic from Monarch Dr to West Ridge Blvd. Consequently, provision of a double left turn lane at Monarch Drive in the 2018 horizon is still required. It is acknowledged that the left turn lanes will operate near capacity - this is a function of the minimum green times being assigned to these movements (ie. they operate near capacity by design). It is recommended that the need for the left turns be revisited and confirmed in the future 5 year updates, once the old WalMart site is redeveloped. 15. We agree that extensions of the added lanes on the NB and SB exit ramps at Hwy 11/Coldwater interchange is required by 2018. Please confirm required storage lengths for these ramp widenings, and how widenings will be implemented. The 95 th percentile queues for the SB left and NB right turn movements from the exit ramps are provided in the following table. Exit Ramp Queue Lengths 2018 Total Traffic Volumes Movement 95 th Queue Length Existing Turn Lane SB left 36 metres 35m parallel + 45m taper NB right 65 metres 60 m parallel + 40m taper As noted, the 95 th percentile queues correspond closely to the existing parallel lane lengths and thus can be accommodated for the most part. In addition to the turn lanes noted, the remainder of Peter Dorton MTO Central Region Page 4 of 5 November 19, 2010

the exit ramp (upwards of 200 metres) can also be used as storage for the exit manoeuvres. In this respect, improvements are not considered necessary to the existing exit ramp configurations to accommodate the 2018 volumes. Notwithstanding, we have prepared functional plans illustrating how the storage lengths could be accommodate as required by MTO - these are illustrated in Figures 4 and 5. In both cases, we have extended the parallel length to 100 metres, preceded by a taper of 50 metres. As illustrated, the improvements can be readily implemented, although not warranted by the Orillia West development. We trust that the foregoing response is satisfactory. Yours truly, C.C. Tatham & Associates Ltd. Michael Cullip, P.Eng Director, Manager - Transportation Engineering MJC:mjc copy: Peter Dance, City of Orillia (via email pdance@city.orillia.on.ca) I:\2006 Projects\306834 - Orillia West\Documents\Correspondence\L - MTO (Dorton4).doc Peter Dorton MTO Central Region Page 5 of 5 November 19, 2010