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

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

September 23 214 Ms Debbie Pacchiarotti Our ref: 881153 Fieldgate 54 Yonge Street, 5 th Floor Toronto, ON M2N 5R5 Dear Sir, RE: Traffic Impact Study Proposed Retail Commercial and Residential Development Thompson Road and Louis St. Laurent Avenue, Milton, Ontario is pleased to submit the enclosed Traffic Impact Study assessing the traffic impacts of the proposed retail commercial and residential development located in the southeast corner of Thompson Road and Louis St. Laurent Avenue in the Town of Milton. The site plan of April 14, 214 identified as SP-132a Scheme 32 proposes a retail commercial total GFA of 8,818.36 sq.m. (94,932.53 sq.ft.) in eight buildings identified as A to H. It also proposes maximums of 325 apartment units and 65 townhouse units, with an option for some of the residential density to be comprised of retirement home beds. The study concludes that the main site access intersections on Thompson Road and Kennedy Circle, as well as the secondary access intersections on Kennedy Circle and Louis St. Laurent Avenue can be expected to have very good overall operational characteristics and provide adequate intersection capacity for the projected site traffic volumes at the 217 and 221 planning horizons (the latter coinciding with fullbuild-out of the Boyne Secondary Plan Area), without the need for any improvements. We trust the enclosed is sufficient for your needs, but please do not hesitate to contact the undersigned should you require any additional assistance. Sincerely, Inc. Wayne Kay, B.Sc. William Maria, P.Eng. Transportation Planner Transportation Engineer 95 814 4395 95 814 4397 Inc. 675 Millcreek Drive Unit 1 Mississauga Ontario L5N 5M4 Canada T 1 416 213 7121 F 1 95 89 8499 E mississauga@ghd.com W www.ghd.com

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

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

Table of contents 1. Introduction... 1 1.1 Retainer and objective... 1 2. Site characteristics... 3 2.1 Site environs... 3 2.2 Study area... 3 2.3 Site plan... 3 2.4 Truck manoeuvres... 3 3. Existing conditions... 5 3.1 Existing and planned road network... 5 3.2 Existing traffic... 5 4. Future background traffic... 8 4.1 Study horizon years... 8 4.2 Study area transportation network improvements... 8 4.3 Future background growth... 8 4.4 Future background developments... 8 5. Site generated traffic... 12 5.1 Retail commercial trip generation... 12 5.2 Retail commercial trip distribution and assignment... 13 5.1 Residential trip generation... 13 5.1 Residential trip distribution and assignment... 14 6. Future total traffic... 18 6.1 Future total traffic... 18 6.2 Intersection capacity analysis... 18 Table index Table 1 Retail Commercial Trip Generation... 12 Table 2 Residential Trip Generation... 14 Table 3 Capacity Analyses of Thompson Road at Louis St. Laurent Avenue... 21 Table 4 Capacity Analyses of Kennedy Circle at Louis St. Laurent Avenue... 22 Table 5 Capacity Analyses of Retail Commercial Driveway at Thompson Road... 23 Table 6 Capacity Analyses of Residential Driveway at Thompson Road... 24 Table 7 Capacity Analyses of Retail Commercial Driveway at Kennedy Circle... 24 Table 8 Capacity Analyses of Residential Driveway at Kennedy Circle... 25 Table 9 Capacity Analyses of Right In/Out Driveway at Louis St. Laurent Avenue... 25 Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ iii

Figure index Figure 1 Site Location... 2 Figure 2 Site Plan... 4 Figure 3 Lane Configuration... 6 Figure 4 Existing 214 Traffic... 7 Figure 5 Background Traffic 217... 1 Figure 6 Background Traffic 221... 11 Figure 7 Estimated 217 Retail Commercial Traffic... 15 Figure 8 Estimated 221 Retail Commercial Traffic... 16 Figure 9 Estimated 221 Residential Traffic... 17 Figure 1 Future Total 217 Traffic... 19 Figure 11 Future Total 221 Traffic... 2 Appendices Appendix A Background Information Appendix B Capacity Analyses iv Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

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

FERGUSON DRIVE KENNEDY CIRCLE FREEMAN TRAIL LOUIS ST. LAURENT AVENUE SITE THOMPSON ROAD SOUTH FOURTH LINE BRITANNIA ROAD WEST NOT TO SCALE Fieldgate Traffic Impact Study Commercial/Residential Development Site Location Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 1 Plot Date: 13 August 214-1:42 PM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

2. Site characteristics 2.1 Site environs The site is bounded by Thompson Road to the west, Kennedy Circle to the east, Louis St. Laurent Avenue to the north and future residential uses to the south. Both Louis St. Laurent Avenue and Kennedy Circle connect east-west across Thompson Road, however only the Louis St. Laurent Avenue intersection is currently signalized. The nearest Milton Transit service (Route #4 Thompson/Clark) is currently located at the intersection of Louis St. Laurent Avenue and Kennedy Circle, which is at the north east corner of the site. It provides frequent weekday service to/from the Milton GO Station. 2.2 Study area The study area includes the following existing intersections: Thompson Road at Louis St. Laurent Avenue (signalized) Kennedy Circle at Louis St. Laurent Avenue 2.3 Site plan The retail commercial portion of the site plan (SP-132a Scheme 32) proposes eight buildings (A, B, C, Dx, Dy, E, G and H) with a total GFA of 8,818.36 sq.m. (94,932.53 sq.ft.). There are full movement primary access driveways proposed on Thompson Road and Kennedy Circle, located approximately 1 metres south of the future centreline of Louis St. Laurent Avenue. A secondary right-in only driveway (primarily as a truck access) is proposed at the south property limit of the plaza on Kennedy Circle and a right-in/out driveway is proposed approximately mid-block on Louis St. Laurent Avenue, 15 metres east of Thompson Road. The plaza includes 446 surface parking spaces. Buildings G and H are banks with the drive-thru facilities providing queuing for 5 vehicles each (minimum of 3 vehicles is required). Building A is a food store with truck loading bays at the rear, Building C is a dollar store, and the other buildings are expected to have typical retail commercial units. The south end of the site is proposed to have maximums of 325 apartment and 65 townhouse units, with an option for some of the residential density to be comprised of retirement home beds. Access is provided by a private road connecting to both Thompson Road and Kennedy Circle. There is no internal road connection into the south side of the plaza. The proposed site plan (A-132a, Scheme 32) of April 14, 214 is shown in Figure 2. 2.4 Truck manoeuvres Truck manoeuvres to access the proposed loading and garbage bays at the rear of Building A were modelled using AutoTurn. The design vehicle for the garbage bay was the Region of Peel front-end loader garbage truck, and the design vehicle for the loading bays was the TAC WB-2 transport truck. The truck paths are appended and show that the respective design vehicles can be accommodated at the loading and garbage bays. Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 3

Plot Date: 21 August 214-9:17 AM Plotted by: Michael Dowdall Cad File No: NOT TO SCALE Residential East Driveway X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg Site plan provided by VGA Inc. dated August 16, 214 Residential West Driveway Site Plan Fieldgate Traffic Impact Study Commercial / Residential Development Aug 214 A 88-1153 Figure 2 Date Revision Job Number 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com Future Co llector Ro (K ad e n n e d y Circle Ex tension)

3. Existing conditions 3.1 Existing and planned road network Thompson Road is a major north-south arterial road under Town of Milton jurisdiction. North of Louis St. Laurent Avenue it has four travel lanes with a centre left turn lane and a posted speed limit of 6 km/h. It has two travel lanes south of Louis St. Laurent Avenue and the transition is accommodated by a northbound lane beginning at Louis St. Laurent Avenue and the two southbound lanes merging into a single lane immediately north of Louis St. Laurent Avenue. There are left lanes on the northsouth approaches to Louis St. Laurent Avenue. Thompson Road is planned to be widened from 2 to 4 lanes from Britannia Road to Louis St. Laurent Avenue beginning in 217. Louis St. Laurent Avenue Drive is an east-west major arterial road under Town of Milton jurisdiction. In the study area it has an existing two-lane cross section with a posted speed limit of 5 km/h. There are no auxiliary turning lanes on the signalized east-west approaches to Thompson Road. It will eventually become a divided road with four travel lanes and left turn lanes at Thompson Road and Kennedy Road upon development of the Boyne Secondary Plan Area. Louis St. Laurent Avenue is planned to be widened from 2 to 4 lanes east of Thompson Road beginning in 217. While a similar widening is proposed east of Thompson Road, the timing has not yet been determined. Kennedy Circle is a residential two-lane collector road under Town of Milton jurisdiction with a statutory 5 km/h speed limit. It has bicycle lanes with a left turn lane and stop control at Louis St. Laurent Avenue (235 metres east of Thompson Road). On-street parking is permitted. It provides a ring road north of Louis St. Laurent Avenue between the east and west side of Thompson Road, but in 217 the east leg is a private road on private lands ending in a temporary cul-de-sac at the southerly limit of the subject development. It will ultimately be constructed to municipal public road standard upon development of the surrounding residential lands of the Boyne Secondary Plan Area. The existing and future lane configurations at the study intersections, including the proposed site driveways is shown in Figure 3. 3.2 Existing traffic obtained weekday peak period traffic data for the intersection of Louis St. Laurent Avenue with Thompson Road and Kennedy Circle in early June 213, and for the intersection of Thompson Road at the commercial driveway in January 214. The traffic data is appended. It shows Thompson Road traffic oriented approximately 7% southbound and 3% northbound during the am peak hour, 3% southbound and 7% northbound during the pm peak hour. Louis St. Laurent Avenue traffic is oriented approximately 65% eastbound and 35% westbound during the am peak hour, 35% eastbound and 65% westbound during the pm peak hour. The weekday peak hours at the intersection of Thompson Road and Louis St. Laurent Avenue occurred from 7:3 to 8:3 am and from 4:45 to 5:45 pm. Figure 4 summarizes the adopted existing / baseline 214 traffic volumes during each of the weekday am and pm peak hours. Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/ 5

Thompson Road Kennedy Circle Louis St. Laurent Avenue Louis St. Laurent Avenue Right-In/Out Private Driveway West Side Plaza Driveway East Side Plaza Driveway Right-In Residential West Driveway Residential East Driveway Thompson Road Future Collector Road (Kennedy Circle Extension) Legend Stop Control Traffic Signal Additional Lane (221) NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development 217 & 221 Horizon Year Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 3 Plot Date: 21 August 214-9:21 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

Thompson Road Kennedy Circle Louis St. Laurent Avenue (62) (156) (6) (12) () 39 375 119 67 (68) 168 (243) 22 (42) 28 (26) 263 (337) 245 (325) (85) 42 (21) 397 () (117) 254 (16) 46 9 91 24 18 (21) 397 Louis St. Laurent Avenue (58) (388) (34) 449 (198) (48) 124 West Side Plaza Driveway Right-In/Out SUBJECT SITE East Side Plaza Driveway Right-In Private Driveway 449 (198) 124 Residential West Driveway Residential East Driveway (48) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection Proposed Roadway NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Existing 214 Traffic Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 4 Plot Date: 21 August 214-9:21 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

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

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

Thompson Road Kennedy Circle Louis St. Laurent Avenue (7) (176) (68) (12) () 76 (77) 289 (366) 22 (42) 32 (29) 396 (472) 378 (46) 44 424 134 (96) 47 (352) 52 () (261) 344 (18) 52 1 13 27 18 (352) 52 Louis St. Laurent Avenue (66) (438) (38) 57 (224) (542) 14 West Side Plaza Driveway Right-In/Out SUBJECT SITE East Side Plaza Driveway Right-In Private Driveway 57 (224) 14 Residential West Driveway Residential East Driveway (542) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection Proposed Roadway NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Background 217 Traffic Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 5 Plot Date: 21 August 214-9:22 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

Thompson Road Kennedy Circle Louis St. Laurent Avenue (7) (176) (68) (12) () 76 (77) 289 (366) 22 (42) 32 (29) 396 (472) 378 (46) 44 424 134 (96) 47 (352) 52 () (261) 344 (18) 52 1 13 27 18 (352) 52 Louis St. Laurent Avenue (66) (438) (38) 57 (224) (542) 14 West Side Plaza Driveway Right-In/Out SUBJECT SITE East Side Plaza Driveway Right-In Private Driveway 57 (224) 14 Residential West Driveway Residential East Driveway (542) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection Proposed Roadway NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Background 221 Traffic Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 6 Plot Date: 21 August 214-9:22 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

5. Site generated traffic 5.1 Retail commercial trip generation The proposed retail commercial development has a total GFA of 8,818.36 sq.m. (94,932.53 sq.ft.). The traffic generated during the weekday am and pm peak hours was estimated by applying the trip rates for Land Use Code 82 Shopping Centre in Trip Generation, 8th Edition, published by the Institute of Transportation Engineers (ITE). The gross trip rates were calculated using the fitted curve regression equations while the trip ends adopted the average ITE proportions. The gross trips were adjusted by adopting the 5% transit mode split expected by the Region of Halton in 217 and the 1% transit mode split expected by the Region of Halton in 221. No allowance was included for other trip modes and therefore the site trip estimates in each horizon year should be slightly overstated. The remaining trips were divided into pass-by and primary trips. The rates for each were based on deriving the average pass-by rate for shopping centres with less than 4, sq.ft. from the ITE database (also indicating that pass-by rates generally increase as the shopping centre GFA decreases). The adopted pass-by rate was 39% during the pm peak hour. The weekday pm peak hour pass-by rate was also adopted for the much lower trip generation during the am peak hour because no ITE data is available (morning trips are expected to have a substantial pass-by characteristic). Table 1 summarizes the estimated trip generation of the 94,933 sq.ft. shopping centre. Table 1 Retail commercial trip generation Peak Hour Trip Generation Retail Commercial Weekday AM Weekday PM In Out Total In Out Total Trip Rate.96.61 1.57 3.17 3.3 6.47 Trip Ratio 61% 39% - 49% 51% - Gross Trips 91 58 149 31 314 615 217 5% Transit Trips 4 3 7 13 13 26 217 Net Auto Trips 87 55 142 286 298 584 217 Pass-by Trips 34 34 68 112 112 224 217 Primary (New) Trips 53 21 74 174 186 36 221 1% Transit Trips 9 6 15 3 32 62 221 Net Auto Trips 82 52 134 271 282 553 221 Pass-by Trips 32 32 64 16 16 212 221 Primary (New) Trips 5 2 7 165 176 341 12 Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

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

The gross trip rates were calculated using the fitted curve regression equations while the trip ends adopted the average ITE proportions and were adjusted by adopting the 1% transit mode split expected by the Region of Halton in 221. No allowance was included for other trip modes and therefore the site trip estimates in each horizon year should be slightly overstated. Table 2 summarizes the estimated trip generation of the apartment and townhouse units. Table 2 Residential trip generation Peak Hour Trip Generation Residential Weekday AM Weekday PM In Out Total In Out Total Apartment Trip Rate.1.4.5.39.21.6 Apartment Trip Ratio 2% 8% - 65% 35% - Apartment Gross Trips 33 13 163 128 69 197 Townhouse Trip Rate.1.46.56.43.22.65 Townhouse Trip Ratio 17% 83% - 67% 33% - Townhouse Gross Trips 6 3 36 28 14 42 221 Total Residential Trips 39 16 199 156 83 239 221 1% Transit Trips 4 16 2 16 8 24 221 Net Auto Residential Trips 35 144 179 14 75 215 The proposed residential development in 221 is estimated to generate a total of 179 new vehicle trips during the am peak hour and 215 new vehicle trips during the pm peak hour. 5.1 Residential trip distribution and assignment Distribution of the site residential trips was based on that adopted in previous studies within the Boyne Secondary Plan Area. The residential trip distributions in 221 are 27% north, 33% south, 25% east and 15% west. Assignment to the private road intersections assumed 7% oriented to Thompson Road and 3% oriented to Kennedy Circle. The estimated residential trip assignments at the 221 planning horizon during the weekday am and pm peak hours is shown in Figure 9. 14 Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

Thompson Road Kennedy Circle Louis St. Laurent Avenue () (45) (6) () () () () () (-28)-5-5 (52) (8) -5 (52) 21 () 14 () (-16) -12 () (36) 11 (58) 23 (39) 4 11 (16) 5 (6) 16 2 5 1 2 Louis St. Laurent Avenue (84) (56) () (61) () () (17) Right-In/Out (-17) (159) (34) (1) -14 (185) 219 West Side East Side 16 (36) Plaza Plaza (17) 3 Driveway Driveway () 33-3 8 (-45) (62) SUBJECT SITE Right-In (19) 21 Private Driveway () () 2 5 Residential West Driveway Residential East Driveway (17) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Estimated 217 Retail Commercial Traffic Volumes Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 7 Plot Date: 21 August 214-9:22 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

Thompson Road Kennedy Circle Louis St. Laurent Avenue () (37) (4) () () () () () (-27)-5-5 (41) (68) -5 (41) 18 () () (-17) -11 () (29) 9 (5) 2 (31) 1 (12) 4 (4) 11 4 9 5 5 Louis St. Laurent Avenue (72) (44) () (52) () () (13) Right-In/Out (-16) (133) (4) () -13 (154) 113 West Side East Side 18 (56) Plaza Plaza (17) 1 Driveway Driveway (4) 21-3 15 (-38) (75) SUBJECT SITE Right-In (4) 26 Private Driveway 1 (8) (-4) 5 12 Residential West Driveway Residential East Driveway (37) Thompson Road ` Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residnetial Development Estimated 221 Retail Commercial Traffic Volumes Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 8 Plot Date: 21 August 214-9:22 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

Thompson Road Kennedy Circle Louis St. Laurent Avenue () (26) () () (12) () () () () () () () 9 (35) () () () () () () 22 27 (21) 5 () 7 2 12 36 Louis St. Laurent Avenue (47) () () (47) () () West Side East Side Plaza Plaza () Driveway Driveway () 49 (25) 34 (18) Residential Residential West East (25) 48 Driveway Driveway (7) 14 () 4 (32) (14) 12 () (47) () (11) (14) () () () (6) 49 (25) () (19) Right-In/Out SUBJECT SITE 11 Private Driveway 48 () (25) Right-In () (47) 12 8 11 Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Estimated 221 Residential Traffic Volumes Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 9 Plot Date: 21 August 214-9:23 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

6. Future total traffic 6.1 Future total traffic The future total traffic conditions during the weekday am and pm peak study hours for the 217 and 221 planning horizons were derived by combining the projected future background traffic with the corresponding estimates of the site generated traffic. The 217 analyses assumed build-out of the retail commercial portion of the site without completion of the planned widening of Louis St. Laurent Avenue and Thompson Road on the site perimeters. The 221 analyses represent full build-out of both the site (retail commercial and residential) and the Boyne Secondary Plan Area and associated road network in the area. The shopping centre driveways and private residential driveways on each of Thompson Road and Kennedy Circle are independent and there is no shared commercial and residential use of the driveways. Figure 1 and 11 summarize the future total traffic volumes during each of the weekday am and pm peak hours at the 217 and 221 planning horizons, respectively 6.2 Intersection capacity analysis The capacity analysis identifies how well an intersection is operating. The analysis contained within this report utilized the Highway Capacity Manual (HCM) 2 techniques within the Synchro Version 8 Software package. The reported intersection volume-to-capacity ratios (v/c) are a measure of the saturation volume for each turning movement, while the levels-of-service (LOS) are a measure of the average delay for each turning movement. Queuing characteristics are reported as the predicted 95th percentile queue for each turning movement. The existing heavy vehicle proportions are included in the intersection analyses. In accordance with Region of Halton Terms of Reference for Traffic Impact Studies, the analysis includes identification of critical movements (bold highlighted in the following tables, if any). Deficiencies may require modifications and improvements at intersections where the addition of background growth or background growth plus site-generated traffic/transit volumes causes the following: Unsignalized: Level of service (LOS), based on average delay per vehicle, on individual movements exceed LOS E Unsignalized: The estimated 95 th percentile queue length for an individual movement exceeds the available queue storage Signalized: v/c ratios for overall intersection operations, through movements or shared through/turning movements increase to.85 or above Signalized: v/c ratios for exclusive movements increase to.95 or above Signalized: Queues for an individual movement are projected to exceed available turning lane storage The traffic signal timing plans at the intersection of Thompson Road and Louis St. Laurent Avenue were optimized for each of the traffic scenarios because of the significant growth traffic volume and the intersection lane improvements expected with the planned road widening beginning in 217. 18 Report for Fieldgate - Traffic Impact Study Proposed Retail Commercial Development, /881153/

Thompson Road Kennedy Circle Louis St. Laurent Avenue (7) (221) (74) (12) (6) () 44 438 134 76 (77) 22 (42) 284 (338) 373 (512) 32 (19) 391 (524) 21 () (96) 47 (336) 49 () (297) 355 (58) 23 (391) 56 21 18 27 (34) 57 (6) 16 18 2 1 2 Louis St. Laurent Avenue (15) (494) (38) (61) () () (17) Right-In/Out (27) (159) (34) (1) 493 (185) 219 16 (36) West Side East Side Plaza Plaza (17) 3 Driveway Driveway () 33 137 8 (497) (62) SUBJECT SITE Right-In (243) 21 Private Driveway () () 59 145 Residential West Driveway Residential East Driveway (559) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Future Total 217 Traffic Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 1 Plot Date: 21 August 214-9:23 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

Thompson Road Kennedy Circle Louis St. Laurent Avenue (151) (651) (214) (14) (51) (29) 139 647 179 22 (22) 22 (45) 984 (132) 1111 (1336) 63 (199) 1267 (1433) 64 (128) (138) 181 (1339) 1192 (2) 4 (165) 92 (5) 2 (1196) 1142 (224) 142 221 56 (266) (82) (11) 113 (52) 11 22 34 28 (175) 57 134 5 128 (12) (27) (95) Louis St. Laurent Avenue (941) (133) (4) (35) 831 13 (154) West Side East Side 18 (56) Plaza Plaza (17) 1 Driveway Driveway (4) 21 881 15 (124) (75) Right-In/Out SUBJECT SITE Right-In 26 129 Private Driveway 1 32 49 (25) 34 (18) Residential Residential West East (25) 48 Driveway Driveway (7) 14 (174) (14) (8) (225) (28) 837 12 (32) (95) (47) 847 (47) 8 12 117 4 255 (37) Thompson Road Future Collector Road (Kennedy Circle Extension) Legend XX AM Peak Hour Volumes (XX) PM Peak Hour Volumes Signalized Intersection NOT TO SCALE Fieldgate Traffic Impact Study Commercial / Residential Development Future Total 221 Traffic Job Number Revision Date Figure 88-1153 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Aug 214 11 Plot Date: 21 August 214-9:23 AM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\Analysis\Transportation\881153 Figures.dwg

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

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

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

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

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

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

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

42 53.4 42 53.4 & ELECT. RM. 13.63 S.F.) 6. 5.8 21.77 119 CARS 4 6.83 5.8 21.47 2.2 3.2 Halton-Front End Custom 5.44m Halton-Front End Custom 22.55 3. EXTERIOR GARBAGE ENCLOSURE 16.55 6. 3. & ELECT. RM. 13.63 S.F.) 6. 5.8 21.77 119 CARS 4 6.83 WB-2 TAC-1999 (CA) 5.8 21.47 2.2 3.2 22.55 3. EXTERIOR GARBAGE ENCLOSURE 16.55 6. 3. WB-2 TAC-1999 (CA) WB-2 TAC-1999 (CA) 5 1 15m SCALE 1:5 AT ORIGINAL SIZE Fieldgate Thompson R. and Louis St. Laurent Ave. Traffic Impact Study Garbage and Loading Area Truck Swept Path Analysis Job Number Revision Date Figure 88-1153 AT-1 675 Millcreek Drive, Unit 1, Mississauga Ontario L5N 5M4 T 1 416 213 7121 F 1 416 89 8499 E info@ghdcanada.com W www.ghd.com A Sept 214 Plot Date: 23 September 214-2:49 PM Plotted by: Michael Dowdall Cad File No: X:\88\1153 Thompson\CADD\Drawings\Autoturn\881153 Truck Path Analysis.dwg

Ontario Traffic Inc. Morning Peak Diagram Specified Period From: 7:: To: 9:: One Hour Peak From: 7:3: To: 8:3: Municipality: Site #: Intersection: TFR File #: Count date: Milton 139414 Louis St. Laurent Ave & Kennedy Ci 12 6-Jun-13 Weather conditions: Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Louis St. Laurent Ave runs W/E North Leg Total: 67 Heavys 2 2 Heavys 4 East Leg Total: 532 North Entering: 5 Trucks Trucks East Entering: 187 North Peds: 18 Cars 27 21 48 Cars 13 East Peds: Peds Cross: Totals 29 21 Totals 17 Peds Cross: Heavys Trucks Cars Totals 6 3 22 211 Kennedy Circle N Cars Trucks Heavys Totals 4 1 5 175 3 4 182 Louis St. Laurent Ave W E 179 3 5 Heavys Trucks Cars Totals 3 9 12 S Louis St. Laurent Ave 1 323 324 Cars Trucks Heavys Totals 3 1 332 344 1 345 Peds Cross: West Peds: West Entering: West Leg Total: 336 547 Comments

Ontario Traffic Inc. Afternoon Peak Diagram Specified Period From: 16:: To: 18:: One Hour Peak From: 17:: To: 18:: Municipality: Site #: Intersection: TFR File #: Count date: Milton 139414 Louis St. Laurent Ave & Kennedy Ci 12 6-Jun-13 Weather conditions: Person(s) who counted: ** Non-Signalized Intersection ** Major Road: Louis St. Laurent Ave runs W/E North Leg Total: 91 Heavys Heavys East Leg Total: 6 North Entering: 34 Trucks 1 1 Trucks East Entering: 371 North Peds: 15 Cars 22 11 33 Cars 57 East Peds: Peds Cross: Totals 22 12 Totals 57 Peds Cross: Heavys Trucks Cars Totals 3 356 359 Kennedy Circle N Cars Trucks Heavys Totals 34 34 334 3 337 Louis St. Laurent Ave W E 368 3 Heavys Trucks Cars Totals 23 23 S Louis St. Laurent Ave 217 217 Cars Trucks Heavys Totals 24 228 1 229 Peds Cross: West Peds: West Entering: West Leg Total: 24 599 Comments

Ontario Traffic Inc. Morning Peak Diagram Specified Period From: 7:: To: 9:: One Hour Peak From: 7:3: To: 8:3: Municipality: Site #: Intersection: TFR File #: Count date: Milton 139415 Thompson Rd & Louis St. Laurent A 3 5-Jun-13 Weather conditions: Person(s) who counted: ** Signalized Intersection ** Major Road: Thompson Rd runs N/S North Leg Total: 681 Heavys 1 1 Heavys 2 East Leg Total: 558 North Entering: 55 Trucks 3 2 5 Trucks 2 East Entering: 185 North Peds: 8 Cars 39 371 89 499 Cars 172 East Peds: Peds Cross: Totals 39 375 91 Totals 176 Peds Cross: Heavys Trucks Cars Totals 1 165 166 Louis St. Laurent Ave Heavys Trucks Cars Totals 1 37 38 1 3 254 258 46 46 2 3 337 Thompson Rd N W E S Thompson Rd Cars Trucks Heavys Totals 47 47 117 1 118 2 2 184 1 Louis St. Laurent Ave Cars Trucks Heavys Totals 367 5 1 373 Peds Cross: Cars 437 Cars 9 88 24 121 Peds Cross: West Peds: Trucks 3 Trucks 2 2 South Peds: 2 West Entering: 342 Heavys 1 Heavys 1 1 South Entering: 124 West Leg Total: 58 Totals 441 Totals 9 91 24 South Leg Total: 565 Comments

Ontario Traffic Inc. Afternoon Peak Diagram Specified Period From: 16:: To: 18:: One Hour Peak From: 16:45: To: 17:45: Municipality: Site #: Intersection: TFR File #: Count date: Milton 139415 Thompson Rd & Louis St. Laurent A 3 5-Jun-13 Weather conditions: Person(s) who counted: ** Signalized Intersection ** Major Road: Thompson Rd runs N/S North Leg Total: 752 Heavys Heavys 2 East Leg Total: 468 North Entering: 241 Trucks 1 1 Trucks 5 East Entering: 276 North Peds: 9 Cars 62 155 23 24 Cars 54 East Peds: Peds Cross: Totals 62 156 23 Totals 511 Peds Cross: Heavys Trucks Cars Totals 319 319 Louis St. Laurent Ave Heavys Trucks Cars Totals 1 66 67 1 134 135 16 16 2 216 Thompson Rd N W E S Thompson Rd Cars Trucks Heavys Totals 56 56 199 199 2 1 21 275 1 Louis St. Laurent Ave Cars Trucks Heavys Totals 191 1 192 Peds Cross: Cars 191 Cars 58 382 34 474 Peds Cross: West Peds: Trucks 2 Trucks 5 5 South Peds: West Entering: 218 Heavys Heavys 1 1 South Entering: 48 West Leg Total: 537 Totals 193 Totals 58 388 34 South Leg Total: 673 Comments

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

Timings 214 Existing Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 38 258 46 28 168 67 9 91 24 91 375 39 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 38 34 28 235 9 115 91 414 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 45. 45. 45. 45. 45. 45. 45. 45. Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.8.38.7.3.2.14.16.27 Control Delay 15.7 18.2 15.6 15.7 14.9 13.4 16.6 16.3 Queue Delay........ Total Delay 15.7 18.2 15.6 15.7 14.9 13.4 16.6 16.3 Queue Length 5th (m) 3.7 32.9 2.7 22.2.9 9.6 9.3 22.5 Queue Length 95th (m) 9.6 52.7 7.7 38.3 3.6 19.6 18.8 32.5 Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 478 84 416 796 44 81 557 1537 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.8.38.7.3.2.14.16.27 Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 214 Existing Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 38 258 46 28 168 67 9 91 24 91 375 39 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 Frt 1..98 1..96 1..97 1..99 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 1841 1789 183 1789 1824 1789 3528 Flt Permitted.59 1..51 1..5 1..68 1. Satd. Flow (perm) 114 1841 962 183 934 1824 1286 3528 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 38 258 46 28 168 67 9 91 24 91 375 39 RTOR Reduction (vph) 7 16 11 9 Lane Group Flow (vph) 38 297 28 219 9 14 91 46 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 39. 39. 39. 39. 39. 39. 39. 39. Effective Green, g (s) 39. 39. 39. 39. 39. 39. 39. 39. Actuated g/c Ratio.43.43.43.43.43.43.43.43 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 478 797 416 781 44 79 557 1528 v/s Ratio Prot c.16.12.6 c.11 v/s Ratio Perm.3.3.1.7 v/c Ratio.8.37.7.28.2.13.16.27 Uniform Delay, d1 15. 17.2 14.9 16.5 14.6 15.3 15.6 16.3 Progression Factor 1. 1. 1. 1. 1. 1. 1. 1. Incremental Delay, d2.3 1.3.3.9.1.3.6.4 Delay (s) 15.3 18.6 15.2 17.3 14.7 15.7 16.2 16.8 Level of Service B B B B B B B B Approach Delay (s) 18.2 17.1 15.6 16.6 Approach LOS B B B B HCM 2 Control Delay 17.1 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.32 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 46.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 214 Existing Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) 4 369 245 22 28 18 Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 4 369 245 22 28 18 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked.93.93.93.93.93.93 vc, conflicting volume 267 369 64 644 369 633 633 256 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 267 282 574 578 282 566 566 256 tc, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tc, 2 stage (s) tf (s) 2.2 2.2 3.5 4. 3.3 3.5 4. 3.3 p queue free % 1 1 1 1 1 93 1 98 cm capacity (veh/h) 1297 1189 389 395 73 43 41 783 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 4 369 267 28 18 Volume Left 4 28 Volume Right 22 18 csh 1297 17 17 17 17 17 43 783 Volume to Capacity..22..16...7.2 Queue Length 95th (m).1..... 1.7.5 Control Delay (s) 7.8..... 14.6 9.7 Lane LOS A A A B A Approach Delay (s).1.. 12.7 Approach LOS A B Average Delay.9 Intersection Capacity Utilization 29.4% ICU Level of Service A Analysis Period (min) 15 9/23/214

Timings 214 Existing Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 67 135 16 26 243 68 58 388 34 23 156 62 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 67 151 26 311 58 422 23 218 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 45. 45. 45. 45. 45. 45. 45. 45. Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.16.19.5.39.12.52.7.14 Control Delay 17. 15.6 15.2 18. 16.1 21.3 15.8 11.2 Queue Delay........ Total Delay 17. 15.6 15.2 18. 16.1 21.3 15.8 11.2 Queue Length 5th (m) 6.9 14.7 2.5 33.1 5.8 51.1 2.3 8.1 Queue Length 95th (m) 15.2 26.6 7.1 53.1 13.1 77.5 6.9 14.8 Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 41 87 539 8 51 89 317 1519 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.16.19.5.39.12.52.7.14 Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 214 Existing Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 67 135 16 26 243 68 58 388 34 23 156 62 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 Frt 1..98 1..97 1..99 1..96 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 1854 1789 1822 1789 1861 1789 3426 Flt Permitted.5 1..66 1..62 1..39 1. Satd. Flow (perm) 948 1854 1245 1822 1159 1861 732 3426 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 67 135 16 26 243 68 58 388 34 23 156 62 RTOR Reduction (vph) 5 11 3 35 Lane Group Flow (vph) 67 146 26 3 58 419 23 183 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 39. 39. 39. 39. 39. 39. 39. 39. Effective Green, g (s) 39. 39. 39. 39. 39. 39. 39. 39. Actuated g/c Ratio.43.43.43.43.43.43.43.43 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 41 83 539 789 52 86 317 1484 v/s Ratio Prot.8 c.16 c.22.5 v/s Ratio Perm.7.2.5.3 v/c Ratio.16.18.5.38.12.52.7.12 Uniform Delay, d1 15.6 15.7 14.8 17.3 15.2 18.6 14.9 15.3 Progression Factor 1. 1. 1. 1. 1. 1. 1. 1. Incremental Delay, d2.9.5.2 1.4.5 2.4.4.2 Delay (s) 16.4 16.2 14.9 18.7 15.7 21. 15.4 15.4 Level of Service B B B B B C B B Approach Delay (s) 16.3 18.4 2.4 15.4 Approach LOS B B C B HCM 2 Control Delay 18.2 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.45 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 66.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 214 Existing Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) 18 174 325 42 27 12 Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 18 174 325 42 27 12 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked vc, conflicting volume 367 174 547 577 174 556 556 346 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 367 174 547 577 174 556 556 346 tc, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tc, 2 stage (s) tf (s) 2.2 2.2 3.5 4. 3.3 3.5 4. 3.3 p queue free % 98 1 1 1 1 94 1 98 cm capacity (veh/h) 1192 143 435 421 869 437 433 697 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 18 174 367 27 12 Volume Left 18 27 Volume Right 42 12 csh 1192 17 17 17 17 17 437 697 Volume to Capacity.2.1..22...6.2 Queue Length 95th (m).3..... 1.5.4 Control Delay (s) 8.1..... 13.8 1.3 Lane LOS A A A B B Approach Delay (s).8.. 12.7 Approach LOS A B Average Delay 1.1 Intersection Capacity Utilization 29.7% ICU Level of Service A Analysis Period (min) 15 9/23/214

Timings 217 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 43 348 52 32 289 76 1 13 27 13 424 44 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 43 4 32 365 1 13 13 468 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 45. 45. 45. 45. 45. 45. 45. 45. Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.12.5.1.46.3.16.19.3 Control Delay 16.4 2.5 16.2 19.3 15.1 13.9 16.9 16.8 Queue Delay........ Total Delay 16.4 2.5 16.2 19.3 15.1 13.9 16.9 16.8 Queue Length 5th (m) 4.3 47. 3.2 4.8 1. 11.3 1.7 26. Queue Length 95th (m) 1.8 72.2 8.7 64.1 3.9 22. 21. 36.8 Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 364 86 335 81 373 81 549 1537 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.12.5.1.46.3.16.19.3 Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: 72 (8%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 217 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 43 348 52 32 289 76 1 13 27 13 424 44 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 Frt 1..98 1..97 1..97 1..99 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 1847 1789 1825 1789 1825 1789 3528 Flt Permitted.45 1..41 1..46 1..67 1. Satd. Flow (perm) 841 1847 774 1825 862 1825 1269 3528 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 43 348 52 32 289 76 1 13 27 13 424 44 RTOR Reduction (vph) 6 11 11 9 Lane Group Flow (vph) 43 394 32 354 1 119 13 46 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 39. 39. 39. 39. 39. 39. 39. 39. Effective Green, g (s) 39. 39. 39. 39. 39. 39. 39. 39. Actuated g/c Ratio.43.43.43.43.43.43.43.43 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 364 8 335 79 373 79 549 1528 v/s Ratio Prot c.21.19.7 c.13 v/s Ratio Perm.5.4.1.8 v/c Ratio.12.49.1.45.3.15.19.3 Uniform Delay, d1 15.2 18.4 15.1 17.9 14.6 15.5 15.7 16.6 Progression Factor 1. 1. 1. 1. 1. 1. 1. 1. Incremental Delay, d2.7 2.2.6 1.8.1.4.8.5 Delay (s) 15.9 2.5 15.6 19.8 14.8 15.9 16.5 17.1 Level of Service B C B B B B B B Approach Delay (s) 2.1 19.4 15.8 17. Approach LOS C B B B HCM 2 Control Delay 18.4 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.4 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 61.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) 4 474 378 22 28 18 Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 4 474 378 22 28 18 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked.88.88.88.88.88.88 vc, conflicting volume 4 474 878 882 474 871 871 389 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 4 328 789 794 328 781 781 389 tc, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tc, 2 stage (s) tf (s) 2.2 2.2 3.5 4. 3.3 3.5 4. 3.3 p queue free % 1 1 1 1 1 9 1 97 cm capacity (veh/h) 1159 178 262 28 625 272 284 659 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 4 474 4 28 18 Volume Left 4 28 Volume Right 22 18 csh 1159 17 17 17 17 17 272 659 Volume to Capacity..28..24...1.3 Queue Length 95th (m).1..... 2.6.6 Control Delay (s) 8.1..... 19.7 1.6 Lane LOS A A A C B Approach Delay (s).1.. 16.2 Approach LOS A C Average Delay.8 Intersection Capacity Utilization 34.9% ICU Level of Service A Analysis Period (min) 15 9/23/214

Timings 217 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 76 279 18 29 366 77 66 438 38 26 176 7 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 76 297 29 443 66 476 26 246 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 45. 45. 45. 45. 45. 45. 45. 45. Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.25.37.7.55.14.59.9.16 Control Delay 19.2 18.5 15.6 21.5 16.4 22.8 16.3 11.3 Queue Delay........ Total Delay 19.2 18.5 15.6 21.5 16.4 22.8 16.3 11.3 Queue Length 5th (m) 8.1 32.9 2.9 53.3 6.7 6. 2.6 9.2 Queue Length 95th (m) 18.2 52.1 8. 81.5 14.7 9.2 7.6 16.3 Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 3 811 422 83 488 89 274 1523 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.25.37.7.55.14.59.9.16 Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 217 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 76 279 18 29 366 77 66 438 38 26 176 7 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 Frt 1..99 1..97 1..99 1..96 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 1866 1789 1834 1789 1861 1789 3426 Flt Permitted.37 1..52 1..6 1..34 1. Satd. Flow (perm) 693 1866 976 1834 1128 1861 632 3426 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 76 279 18 29 366 77 66 438 38 26 176 7 RTOR Reduction (vph) 3 9 3 4 Lane Group Flow (vph) 76 294 29 435 66 473 26 26 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 39. 39. 39. 39. 39. 39. 39. 39. Effective Green, g (s) 39. 39. 39. 39. 39. 39. 39. 39. Actuated g/c Ratio.43.43.43.43.43.43.43.43 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 3 88 422 794 488 86 273 1484 v/s Ratio Prot.16 c.24 c.25.6 v/s Ratio Perm.11.3.6.4 v/c Ratio.25.36.7.55.14.59.1.14 Uniform Delay, d1 16.2 17.2 14.9 18.9 15.3 19.4 15.1 15.4 Progression Factor 1. 1. 1. 1. 1. 1. 1. 1. Incremental Delay, d2 2. 1.3.3 2.7.6 3.1.7.2 Delay (s) 18.3 18.4 15.2 21.6 15.9 22.5 15.8 15.6 Level of Service B B B C B C B B Approach Delay (s) 18.4 21.3 21.7 15.6 Approach LOS B C C B HCM 2 Control Delay 19.8 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.57 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 76.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) 18 325 46 42 27 12 Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 18 325 46 42 27 12 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked.92.92.92.92.92.92 vc, conflicting volume 52 325 833 863 325 842 842 481 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 52 226 777 89 226 786 786 481 tc, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tc, 2 stage (s) tf (s) 2.2 2.2 3.5 4. 3.3 3.5 4. 3.3 p queue free % 98 1 1 1 1 9 1 98 cm capacity (veh/h) 162 1238 28 285 75 282 294 585 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 18 325 52 27 12 Volume Left 18 27 Volume Right 42 12 csh 162 17 17 17 17 17 282 585 Volume to Capacity.2.19..3...1.2 Queue Length 95th (m).4..... 2.4.5 Control Delay (s) 8.4..... 19.1 11.3 Lane LOS A A A C B Approach Delay (s).4.. 16.7 Approach LOS A C Average Delay.9 Intersection Capacity Utilization 36.8% ICU Level of Service A Analysis Period (min) 15 9/23/214

Timings 217 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 43 359 57 32 284 76 21 18 27 13 438 44 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 43 416 32 36 21 135 13 482 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 45. 45. 45. 45. 45. 45. 45. 45. Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.12.52.1.45.6.17.19.31 Control Delay 16.4 2.9 16.2 19.2 15.5 14.1 16.9 16.9 Queue Delay........ Total Delay 16.4 2.9 16.2 19.2 15.5 14.1 16.9 16.9 Queue Length 5th (m) 4.3 49.5 3.2 4.1 2.1 11.9 1.7 26.9 Queue Length 95th (m) 1.8 75.7 8.8 62.8 6.4 22.8 21. 38. Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 368 85 322 8 365 81 547 1537 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.12.52.1.45.6.17.19.31 Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 217 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 43 359 57 32 284 76 21 18 27 13 438 44 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 Frt 1..98 1..97 1..97 1..99 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 1845 1789 1824 1789 1827 1789 353 Flt Permitted.45 1..39 1..45 1..67 1. Satd. Flow (perm) 851 1845 743 1824 844 1827 1263 353 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 43 359 57 32 284 76 21 18 27 13 438 44 RTOR Reduction (vph) 6 11 1 9 Lane Group Flow (vph) 43 41 32 349 21 125 13 474 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 39. 39. 39. 39. 39. 39. 39. 39. Effective Green, g (s) 39. 39. 39. 39. 39. 39. 39. 39. Actuated g/c Ratio.43.43.43.43.43.43.43.43 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 368 799 321 79 365 791 547 1529 v/s Ratio Prot c.22.19.7 c.13 v/s Ratio Perm.5.4.2.8 v/c Ratio.12.51.1.44.6.16.19.31 Uniform Delay, d1 15.2 18.6 15.1 17.9 14.8 15.5 15.7 16.7 Progression Factor 1. 1. 1. 1. 1. 1. 1. 1. Incremental Delay, d2.6 2.3.6 1.8.3.4.8.5 Delay (s) 15.9 2.9 15.7 19.7 15.1 15.9 16.5 17.2 Level of Service B C B B B B B B Approach Delay (s) 2.5 19.3 15.8 17.1 Approach LOS C B B B HCM 2 Control Delay 18.5 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.41 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 62.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 4: Site RIRO & L.St. Laurent Ave./L.St.Laurent Ave. AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) 466 23 391 16 Sign Control Free Free Stop Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 466 23 391 16 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 135 px, platoon unblocked.84.84.84 vc, conflicting volume 489 868 478 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 294 747 281 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 1 1 97 cm capacity (veh/h) 163 319 636 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 489 391 16 Volume Left Volume Right 23 16 csh 17 17 636 Volume to Capacity.29.23.3 Queue Length 95th (m)...6 Control Delay (s).. 1.8 Lane LOS B Approach Delay (s).. 1.8 Approach LOS B Average Delay.2 Intersection Capacity Utilization 35.9% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) 4 478 21 373 22 1 2 28 2 18 Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 4 478 21 373 22 1 2 28 2 18 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked.87.87.87.87.87.87 vc, conflicting volume 395 478 92 923 478 914 912 384 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 395 326 834 837 326 828 825 384 tc, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tc, 2 stage (s) tf (s) 2.2 2.2 3.5 4. 3.3 3.5 4. 3.3 p queue free % 1 98 1 1 1 89 99 97 cm capacity (veh/h) 1164 174 238 257 622 247 262 664 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 4 478 21 395 3 28 2 Volume Left 4 21 28 Volume Right 22 2 18 csh 1164 17 174 17 17 423 247 575 Volume to Capacity..28.2.23..1.11.3 Queue Length 95th (m).1..5...2 2.9.8 Control Delay (s) 8.1. 8.4.. 13.6 21.4 11.5 Lane LOS A A A B C B Approach Delay (s).1.4 13.6 17.3 Approach LOS B C Average Delay 1.1 Intersection Capacity Utilization 4.% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 9: Kennedy Cir. & Front East AM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) 3 2 21 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 3 2 21 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 12 12 23 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 12 12 23 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 1 1 1 cm capacity (veh/h) 17 168 1592 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 3 23 Volume Left 3 Volume Right 21 csh 17 17 17 Volume to Capacity...1 Queue Length 95th (m).1.. Control Delay (s) 8.6.. Lane LOS A Approach Delay (s) 8.6.. Approach LOS A Average Delay 1. Intersection Capacity Utilization 13.3% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 11: Thompson Rd. & Front West AM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) 16 19 137 8 33 493 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 16 19 137 8 33 493 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 9 px, platoon unblocked.88 vc, conflicting volume 7 141 145 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 595 141 145 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 96 98 98 cm capacity (veh/h) 43 97 1437 Direction, Lane # WB 1 NB 1 SB 1 SB 2 Volume Total 35 145 33 493 Volume Left 16 33 Volume Right 19 8 csh 577 17 1437 17 Volume to Capacity.6.9.2.29 Queue Length 95th (m) 1.5..5. Control Delay (s) 11.6. 7.6. Lane LOS B A Approach Delay (s) 11.6..5 Approach LOS B Average Delay.9 Intersection Capacity Utilization 35.9% ICU Level of Service A Analysis Period (min) 15 9/23/214

Timings 217 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 76 315 34 29 338 77 15 487 38 26 222 7 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 76 349 29 415 15 525 26 292 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 45. 45. 45. 45. 45. 45. 45. 45. Total Split (%) 5.% 5.% 5.% 5.% 5.% 5.% 5.% 5.% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.24.43.8.52.32.65.11.19 Control Delay 18.6 19.4 15.8 2.7 19.2 24.5 16.8 12.8 Queue Delay........ Total Delay 18.6 19.4 15.8 2.7 19.2 24.5 16.8 12.8 Queue Length 5th (m) 8. 39.8 2.9 48.8 16.6 68.6 2.6 12.4 Queue Length 95th (m) 17.9 62. 8. 75. 3.8 12.4 7.8 2.3 Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 323 88 377 82 467 81 235 1528 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.24.43.8.52.32.65.11.19 Area Type: Other Cycle Length: 9 Actuated Cycle Length: 9 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 5 Control Type: Pretimed Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 217 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 76 315 34 29 338 77 15 487 38 26 222 7 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 Frt 1..99 1..97 1..99 1..96 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 1856 1789 1831 1789 1863 1789 345 Flt Permitted.4 1..46 1..57 1..29 1. Satd. Flow (perm) 745 1856 872 1831 18 1863 544 345 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 76 315 34 29 338 77 15 487 38 26 222 7 RTOR Reduction (vph) 5 9 3 33 Lane Group Flow (vph) 76 344 29 46 15 522 26 259 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 39. 39. 39. 39. 39. 39. 39. 39. Effective Green, g (s) 39. 39. 39. 39. 39. 39. 39. 39. Actuated g/c Ratio.43.43.43.43.43.43.43.43 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 322 84 377 793 468 87 235 1495 v/s Ratio Prot.19 c.22 c.28.7 v/s Ratio Perm.1.3.14.5 v/c Ratio.24.43.8.51.32.65.11.17 Uniform Delay, d1 16.1 17.7 14.9 18.6 16.8 2.1 15.2 15.6 Progression Factor 1. 1. 1. 1. 1. 1. 1. 1. Incremental Delay, d2 1.7 1.7.4 2.4 1.8 4. 1..3 Delay (s) 17.8 19.4 15.3 2.9 18.6 24. 16.1 15.9 Level of Service B B B C B C B B Approach Delay (s) 19.1 2.6 22.8 15.9 Approach LOS B C C B HCM 2 Control Delay 2.3 HCM 2 Level of Service C HCM 2 Volume to Capacity ratio.58 Actuated Cycle Length (s) 9. Sum of lost time (s) 12. Intersection Capacity Utilization 77.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 4: Site RIRO & L.St. Laurent Ave./L.St.Laurent Ave. PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) 321 58 444 61 Sign Control Free Free Stop Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 321 58 444 61 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 135 px, platoon unblocked.88.88.88 vc, conflicting volume 379 794 35 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 223 696 19 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 1 1 92 cm capacity (veh/h) 1181 358 748 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 379 444 61 Volume Left Volume Right 58 61 csh 17 17 748 Volume to Capacity.22.26.8 Queue Length 95th (m).. 2. Control Delay (s).. 1.2 Lane LOS B Approach Delay (s).. 1.2 Approach LOS B Average Delay.7 Intersection Capacity Utilization 3.9% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (veh/h) 18 364 8 432 42 7 17 27 6 12 Sign Control Free Free Stop Stop Grade % % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 18 364 8 432 42 7 17 27 6 12 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 236 px, platoon unblocked.93.93.93.93.93.93 vc, conflicting volume 474 364 17 134 364 134 113 453 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 474 284 972 11 284 1 979 453 tc, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tc, 2 stage (s) tf (s) 2.2 2.2 3.5 4. 3.3 3.5 4. 3.3 p queue free % 98 93 1 97 98 85 97 98 cm capacity (veh/h) 188 1194 195 28 75 185 214 67 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 18 364 8 474 24 27 18 Volume Left 18 8 27 Volume Right 42 17 12 csh 188 17 1194 17 17 416 185 377 Volume to Capacity.2.21.7.28..6.15.5 Queue Length 95th (m).4. 1.6.. 1.4 3.8 1.1 Control Delay (s) 8.4. 8.2.. 14.2 27.8 15. Lane LOS A A A B D C Approach Delay (s).4 1.2 14.2 22.7 Approach LOS B C Average Delay 2.2 Intersection Capacity Utilization 46.8% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 9: Kennedy Cir. & Front East PM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) 24 1 85 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 24 1 85 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume 44 44 86 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 44 44 86 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 98 1 1 cm capacity (veh/h) 967 127 151 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 24 86 Volume Left 24 Volume Right 85 csh 967 17 17 Volume to Capacity.2..5 Queue Length 95th (m).6.. Control Delay (s) 8.8.. Lane LOS A Approach Delay (s) 8.8.. Approach LOS A Average Delay 1.9 Intersection Capacity Utilization 15.3% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 217 Total Traffic 11: Thompson Rd. & Front West PM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) 36 178 497 62 79 27 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 36 178 497 62 79 27 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 9 px, platoon unblocked.95 vc, conflicting volume 893 528 559 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 862 528 559 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 87 68 92 cm capacity (veh/h) 286 55 112 Direction, Lane # WB 1 NB 1 SB 1 SB 2 Volume Total 214 559 79 27 Volume Left 36 79 Volume Right 178 62 csh 476 17 112 17 Volume to Capacity.45.33.8.12 Queue Length 95th (m) 17.4. 1.9. Control Delay (s) 18.6. 8.9. Lane LOS C A Approach Delay (s) 18.6. 2.4 Approach LOS C Average Delay 4.4 Intersection Capacity Utilization 57.3% ICU Level of Service B Analysis Period (min) 15 9/23/214

Timings 221 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 181 917 139 69 991 22 191 535 115 179 642 139 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 181 156 69 1211 191 65 179 781 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Minimum Split (s) 1. 22. 1. 22. 1. 22. 1. 22. Total Split (s) 15. 6. 1. 55. 13. 37. 13. 37. Total Split (%) 12.5% 5.% 8.3% 45.8% 1.8% 3.8% 1.8% 3.8% Yellow Time (s) 3. 4. 3. 4. 3. 4. 3. 4. All-Red Time (s). 2.. 2.. 2.. 2. Lost Time Adjust (s)........ Total Lost Time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? v/c Ratio.74.66.29.84.88.71.69.85 Control Delay 42.3 27.9 19.7 47.6 64.6 44.2 4. 51.5 Queue Delay........ Total Delay 42.3 27.9 19.7 47.6 64.6 44.2 4. 51.5 Queue Length 5th (m) 24.6 98.8 6.7 13. 3.3 71.2 28.1 9.2 Queue Length 95th (m) #56.6 121.8 m12.1 159.7 #68.9 92. #47.4 #116.9 Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 245 1588 242 1437 217 914 261 915 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.74.66.29.84.88.71.69.85 Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 8 Control Type: Pretimed # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 221 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 181 917 139 69 991 22 191 535 115 179 642 139 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lane Util. Factor 1..95 1..95 1..95 1..95 Frt 1..98 1..97 1..97 1..97 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 358 1789 3481 1789 3484 1789 3483 Flt Permitted.8 1..17 1..13 1..21 1. Satd. Flow (perm) 145 358 318 3481 243 3484 396 3483 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 181 917 139 69 991 22 191 535 115 179 642 139 RTOR Reduction (vph) 1 16 15 16 Lane Group Flow (vph) 181 146 69 1195 191 635 179 765 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 64. 54. 56. 49. 41. 31. 41. 31. Effective Green, g (s) 64. 54. 56. 49. 41. 31. 41. 31. Actuated g/c Ratio.53.45.47.41.34.26.34.26 Clearance Time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lane Grp Cap (vph) 241 1578 234 1421 211 9 251 899 v/s Ratio Prot c.7.3.2 c.34 c.8.18.6.22 v/s Ratio Perm.32.12 c.23.18 v/c Ratio.75.66.29.84.91.71.71.85 Uniform Delay, d1 28.5 25.9 19.4 32. 31.5 4.4 3.1 42.3 Progression Factor 1. 1. 1.36 1.34 1. 1. 1. 1. Incremental Delay, d2 19.2 2.2 2.7 5.2 41.4 4.6 15.9 1. Delay (s) 47.7 28.1 29. 48.1 72.8 45. 46. 52.3 Level of Service D C C D E D D D Approach Delay (s) 3.9 47. 51.3 51.1 Approach LOS C D D D HCM 2 Control Delay 44.2 HCM 2 Level of Service D HCM 2 Volume to Capacity ratio.85 Actuated Cycle Length (s) 12. Sum of lost time (s) 18. Intersection Capacity Utilization 93.9% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 9/23/214

Timings 221 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 4 1138 63 43 1118 22 136 35 89 28 29 22 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 3.. 3.. 3.. 3.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 1.5 12. 115.5 1. Travel Time (s) 7.2 8.6 8.3 7.2 Lane Group Flow (vph) 4 121 43 114 136 124 28 51 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 38. 38. 38. 38. 22. 22. 22. 22. Total Split (%) 63.3% 63.3% 63.3% 63.3% 36.7% 36.7% 36.7% 36.7% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.2.63.26.6.37.25.8.11 Control Delay 5.8 14.8 12.5 11.2 21.6 11.2 17.4 11.9 Queue Delay........ Total Delay 5.8 14.8 12.5 11.2 21.6 11.2 17.4 11.9 Queue Length 5th (m).3 14.6 2.3 4.6 12.1 5.1 2.3 2.4 Queue Length 95th (m) m.4 124.5 8.3 56.9 25.4 15.8 7.4 9.1 Internal Link Dist (m) 76.5 96. 91.5 76. Turn Bay Length (m) 3. 3. 3. 3. Base Capacity (vph) 187 1899 168 195 363 494 34 485 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.2.63.26.6.37.25.8.11 Area Type: Other Cycle Length: 6 Actuated Cycle Length: 6 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 221 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 4 1138 63 43 1118 22 136 35 89 28 29 22 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1..95 1..95 1. 1. 1. 1. Frt 1..99 1. 1. 1..89 1..94 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 355 1789 3568 1789 1681 1789 1762 Flt Permitted.19 1..17 1..72 1..68 1. Satd. Flow (perm) 352 355 315 3568 1363 1681 1276 1762 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 4 1138 63 43 1118 22 136 35 89 28 29 22 RTOR Reduction (vph) 7 2 46 16 Lane Group Flow (vph) 4 1194 43 1138 136 78 28 35 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 32. 32. 32. 32. 16. 16. 16. 16. Effective Green, g (s) 32. 32. 32. 32. 16. 16. 16. 16. Actuated g/c Ratio.53.53.53.53.27.27.27.27 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 187 1893 168 192 363 448 34 469 v/s Ratio Prot c.34.32.5.2 v/s Ratio Perm.1.14 c.1.2 v/c Ratio.2.63.26.6.37.17.8.7 Uniform Delay, d1 6.6 9.8 7.6 9.6 17.9 16.9 16.5 16.5 Progression Factor.83 1.38 1. 1. 1. 1. 1. 1. Incremental Delay, d2.2 1.2 3.6 1.4 2.9.8.5.3 Delay (s) 5.6 14.7 11.2 11. 2.9 17.8 17. 16.8 Level of Service A B B B C B B B Approach Delay (s) 14.7 11. 19.4 16.8 Approach LOS B B B B HCM 2 Control Delay 13.6 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.55 Actuated Cycle Length (s) 6. Sum of lost time (s) 12. Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group 9/23/214

Timings 221 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 138 136 191 131 159 22 183 744 11 21 588 151 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 138 1227 131 1261 183 854 21 739 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Minimum Split (s) 1. 22. 1. 22. 1. 22. 1. 22. Total Split (s) 1. 55. 1. 55. 1. 42. 13. 45. Total Split (%) 8.3% 45.8% 8.3% 45.8% 8.3% 35.% 1.8% 37.5% Yellow Time (s) 3. 4. 3. 4. 3. 4. 3. 4. All-Red Time (s). 2.. 2.. 2.. 2. Lost Time Adjust (s)........ Total Lost Time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? v/c Ratio.81.85.77.88.74.8.93.64 Control Delay 54.1 38.7 48.8 49.9 43.6 44.9 68.9 36.3 Queue Delay........ Total Delay 54.1 38.7 48.8 49.9 43.6 44.9 68.9 36.3 Queue Length 5th (m) 16.4 134. 15.9 142.1 26.7 96.1 31.2 75.1 Queue Length 95th (m) #49.4 163.7 m#34.4 181.6 #5. 12.2 #75.5 95.8 Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 171 1439 171 1439 247 163 227 1146 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.81.85.77.88.74.8.93.64 Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 9 Control Type: Pretimed # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 221 Background Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 138 136 191 131 159 22 183 744 11 21 588 151 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lane Util. Factor 1..95 1..95 1..95 1..95 Frt 1..98 1..98 1..98 1..97 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 3495 1789 3493 1789 359 1789 3469 Flt Permitted.8 1..8 1..23 1..12 1. Satd. Flow (perm) 154 3495 154 3493 44 359 225 3469 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 138 136 191 131 159 22 183 744 11 21 588 151 RTOR Reduction (vph) 12 13 1 19 Lane Group Flow (vph) 138 1215 131 1248 183 844 21 72 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 56. 49. 56. 49. 43. 36. 49. 39. Effective Green, g (s) 56. 49. 56. 49. 43. 36. 49. 39. Actuated g/c Ratio.47.41.47.41.36.3.41.32 Clearance Time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lane Grp Cap (vph) 167 1427 167 1426 236 152 222 1127 v/s Ratio Prot c.5.35.5 c.36.5.24 c.8.21 v/s Ratio Perm.34.32.23 c.31 v/c Ratio.83.85.78.88.78.8.95.64 Uniform Delay, d1 25.5 32.2 24.9 32.7 31.1 38.7 27.7 34.5 Progression Factor 1. 1. 1.35 1.35 1. 1. 1. 1. Incremental Delay, d2 35.3 6.6 23.8 6. 21.7 6.5 47.8 2.8 Delay (s) 6.8 38.8 57.4 5.3 52.8 45.2 75.5 37.3 Level of Service E D E D D D E D Approach Delay (s) 41. 5.9 46.5 45.7 Approach LOS D D D D HCM 2 Control Delay 46.1 HCM 2 Level of Service D HCM 2 Volume to Capacity ratio.93 Actuated Cycle Length (s) 12. Sum of lost time (s) 18. Intersection Capacity Utilization 95.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 9/23/214

Timings 221 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 2 1165 171 93 1258 45 12 21 63 29 39 14 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 3.. 3.. 3.. 3.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 1.5 12. 115.5 1. Travel Time (s) 7.2 8.6 8.3 7.2 Lane Group Flow (vph) 2 1336 93 133 12 84 29 53 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 38. 38. 38. 38. 22. 22. 22. 22. Total Split (%) 63.3% 63.3% 63.3% 63.3% 36.7% 36.7% 36.7% 36.7% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.15.71.73.68.33.17.8.11 Control Delay 6. 12.8 49.1 12.6 2.9 8.9 17.3 14. Queue Delay........ Total Delay 6. 12.8 49.1 12.6 2.9 8.9 17.3 14. Queue Length 5th (m).8 122.4 7.1 49.8 1.6 2. 2.4 3.2 Queue Length 95th (m) m1. m12.1 #3.7 69.4 22.7 1.6 7.6 1.1 Internal Link Dist (m) 76.5 96. 91.5 76. Turn Bay Length (m) 3. 3. 3. 3. Base Capacity (vph) 137 1891 128 193 362 488 352 492 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.15.71.73.68.33.17.8.11 Area Type: Other Cycle Length: 6 Actuated Cycle Length: 6 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 6 Control Type: Pretimed # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 221 Background Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 2 1165 171 93 1258 45 12 21 63 29 39 14 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1..95 1..95 1. 1. 1. 1. Frt 1..98 1..99 1..89 1..96 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 351 1789 356 1789 1672 1789 189 Flt Permitted.14 1..13 1..72 1..7 1. Satd. Flow (perm) 259 351 242 356 1361 1672 1323 189 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 2 1165 171 93 1258 45 12 21 63 29 39 14 RTOR Reduction (vph) 19 4 43 1 Lane Group Flow (vph) 2 1317 93 1299 12 41 29 43 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 32. 32. 32. 32. 16. 16. 16. 16. Effective Green, g (s) 32. 32. 32. 32. 16. 16. 16. 16. Actuated g/c Ratio.53.53.53.53.27.27.27.27 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 138 1872 129 1898 362 445 352 482 v/s Ratio Prot.38.36.2.2 v/s Ratio Perm.8 c.38 c.9.2 v/c Ratio.14.7.72.68.33.9.8.9 Uniform Delay, d1 7.1 1.5 1.6 1.3 17.7 16.5 16.5 16.5 Progression Factor.65 1.14 1. 1. 1. 1. 1. 1. Incremental Delay, d2 1.1 1.1 29.2 2. 2.4.4.5.4 Delay (s) 5.7 13. 39.9 12.3 2.1 16.9 17. 16.9 Level of Service A B D B C B B B Approach Delay (s) 12.9 14.1 18.8 16.9 Approach LOS B B B B HCM 2 Control Delay 14. HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.59 Actuated Cycle Length (s) 6. Sum of lost time (s) 12. Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 9/23/214

Timings 221 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 181 92 142 63 984 22 221 56 113 179 647 139 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 181 162 63 124 221 673 179 786 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Minimum Split (s) 1. 22. 1. 22. 1. 22. 1. 22. Total Split (s) 15. 6. 1. 55. 15. 37. 13. 35. Total Split (%) 12.5% 5.% 8.3% 45.8% 12.5% 3.8% 1.8% 29.2% Yellow Time (s) 3. 4. 3. 4. 3. 4. 3. 4. All-Red Time (s). 2.. 2.. 2.. 2. Lost Time Adjust (s)........ Total Lost Time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? v/c Ratio.74.67.26.84.89.74.71.92 Control Delay 42.3 28. 21.1 5.5 64.3 45.2 42.1 59.9 Queue Delay........ Total Delay 42.3 28. 21.1 5.5 64.3 45.2 42.1 59.9 Queue Length 5th (m) 24.6 99.5 6.7 139.6 35.7 74.5 28.1 93.3 Queue Length 95th (m) #56.6 122.6 m12.1 179. #79.3 95.8 #49.6 #129. Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 245 1588 239 1437 247 915 253 856 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.74.67.26.84.89.74.71.92 Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 8 Control Type: Pretimed # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 221 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 181 92 142 63 984 22 221 56 113 179 647 139 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lane Util. Factor 1..95 1..95 1..95 1..95 Frt 1..98 1..97 1..97 1..97 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 357 1789 348 1789 3488 1789 3484 Flt Permitted.8 1..17 1..13 1..21 1. Satd. Flow (perm) 145 357 314 348 243 3488 391 3484 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 181 92 142 63 984 22 221 56 113 179 647 139 RTOR Reduction (vph) 1 16 14 15 Lane Group Flow (vph) 181 152 63 1188 221 659 179 771 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 64. 54. 56. 49. 43. 31. 39. 29. Effective Green, g (s) 64. 54. 56. 49. 43. 31. 39. 29. Actuated g/c Ratio.53.45.47.41.36.26.32.24 Clearance Time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lane Grp Cap (vph) 241 1578 232 1421 241 91 243 841 v/s Ratio Prot c.7.3.2 c.34 c.9.19.6.22 v/s Ratio Perm.32.11 c.24.18 v/c Ratio.75.67.27.84.92.73.74.92 Uniform Delay, d1 28.4 25.9 19.4 31.9 31.1 4.7 31.4 44.3 Progression Factor 1. 1. 1.49 1.44 1. 1. 1. 1. Incremental Delay, d2 19.2 2.2 2.4 5. 39.9 5.2 18. 16.4 Delay (s) 47.6 28.2 31.3 51. 71. 45.9 49.4 6.7 Level of Service D C C D E D D E Approach Delay (s) 31. 5. 52.1 58.6 Approach LOS C D D E HCM 2 Control Delay 46.9 HCM 2 Level of Service D HCM 2 Volume to Capacity ratio.88 Actuated Cycle Length (s) 12. Sum of lost time (s) 18. Intersection Capacity Utilization 95.5% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 4: Site RIRO & L.St. Laurent Ave./L.St.Laurent Ave. AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) 1192 2 1267 11 Sign Control Free Free Stop Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 1192 2 1267 11 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 135 11 px, platoon unblocked.77.88.77 vc, conflicting volume 1212 1836 66 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 681 546 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 1 1 99 cm capacity (veh/h) 7 413 836 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 795 417 634 634 11 Volume Left Volume Right 2 11 csh 17 17 17 17 836 Volume to Capacity.47.25.37.37.1 Queue Length 95th (m).....3 Control Delay (s).... 9.4 Lane LOS A Approach Delay (s).. 9.4 Approach LOS A Average Delay. Intersection Capacity Utilization 43.6% ICU Level of Service A Analysis Period (min) 15 9/23/214

Timings 221 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 4 1142 57 64 1111 22 134 5 128 28 34 22 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 3.. 3.. 3.. 3.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 1.5 12. 115.5 1. Travel Time (s) 7.2 8.6 8.3 7.2 Lane Group Flow (vph) 4 1199 64 1133 134 178 28 56 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 22. 22. 22. 22. 22. 22. Total Split (s) 38. 38. 38. 38. 22. 22. 22. 22. Total Split (%) 63.3% 63.3% 63.3% 63.3% 36.7% 36.7% 36.7% 36.7% Yellow Time (s) 4. 4. 4. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2. 2. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lead/Lag Lead-Lag Optimize? v/c Ratio.2.63.38.59.37.36.9.11 Control Delay 6.5 16.2 16.5 11.1 21.5 14.2 17.5 12.4 Queue Delay........ Total Delay 6.5 16.2 16.5 11.1 21.5 14.2 17.5 12.4 Queue Length 5th (m).3 16.7 3.7 4.4 12. 1. 2.3 2.8 Queue Length 95th (m) m.4 127.2 13.1 56.4 25.1 23.7 7.4 9.8 Internal Link Dist (m) 76.5 96. 91.5 76. Turn Bay Length (m) 3. 3. 3. 3. Base Capacity (vph) 189 191 168 195 361 493 324 488 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.2.63.38.59.37.36.9.11 Area Type: Other Cycle Length: 6 Actuated Cycle Length: 6 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 221 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 4 1142 57 64 1111 22 134 5 128 28 34 22 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Util. Factor 1..95 1..95 1. 1. 1. 1. Frt 1..99 1. 1. 1..89 1..94 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 3553 1789 3568 1789 168 1789 1772 Flt Permitted.19 1..17 1..72 1..64 1. Satd. Flow (perm) 356 3553 316 3568 1357 168 1215 1772 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 4 1142 57 64 1111 22 134 5 128 28 34 22 RTOR Reduction (vph) 6 2 45 16 Lane Group Flow (vph) 4 1193 64 1131 134 133 28 4 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 32. 32. 32. 32. 16. 16. 16. 16. Effective Green, g (s) 32. 32. 32. 32. 16. 16. 16. 16. Actuated g/c Ratio.53.53.53.53.27.27.27.27 Clearance Time (s) 6. 6. 6. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 189 1894 168 192 361 448 324 472 v/s Ratio Prot c.34.32.8.2 v/s Ratio Perm.1.2 c.1.2 v/c Ratio.2.63.38.59.37.3.9.8 Uniform Delay, d1 6.6 9.8 8.2 9.6 17.9 17.5 16.5 16.5 Progression Factor.93 1.52 1. 1. 1. 1. 1. 1. Incremental Delay, d2.2 1.2 6.4 1.4 2.9 1.7.5.4 Delay (s) 6.3 16.1 14.6 1.9 2.8 19.2 17. 16.9 Level of Service A B B B C B B B Approach Delay (s) 16.1 11.1 19.9 16.9 Approach LOS B B B B HCM 2 Control Delay 14.4 HCM 2 Level of Service B HCM 2 Volume to Capacity ratio.54 Actuated Cycle Length (s) 6. Sum of lost time (s) 12. Intersection Capacity Utilization 7.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 9: Kennedy Cir. & Front East AM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) 1 1 32 129 26 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 1 1 32 129 26 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 116 px, platoon unblocked vc, conflicting volume 446 142 155 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 446 142 155 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 98 1 1 cm capacity (veh/h) 569 96 1425 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 1 33 155 Volume Left 1 1 Volume Right 26 csh 569 1425 17 Volume to Capacity.2..9 Queue Length 95th (m).4.. Control Delay (s) 11.4.. Lane LOS B A Approach Delay (s) 11.4.. Approach LOS B Average Delay.3 Intersection Capacity Utilization 26.7% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 11: Thompson Rd. & Front West AM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) 18 13 881 15 21 831 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 18 13 881 15 21 831 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 9 px, platoon unblocked.79 vc, conflicting volume 1346 448 896 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 915 448 896 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 91 98 97 cm capacity (veh/h) 21 558 753 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 31 587 39 21 416 416 Volume Left 18 21 Volume Right 13 15 csh 284 17 17 753 17 17 Volume to Capacity.11.35.18.3.24.24 Queue Length 95th (m) 2.8...7.. Control Delay (s) 19.2.. 9.9.. Lane LOS C A Approach Delay (s) 19.2..2 Approach LOS C Average Delay.5 Intersection Capacity Utilization 34.8% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 13: Thompson Rd. & Condo West AM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) 34 49 847 8 12 837 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 34 49 847 8 12 837 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 149 px, platoon unblocked.8 vc, conflicting volume 1294 428 855 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 873 428 855 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 85 91 98 cm capacity (veh/h) 229 576 781 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 83 565 29 12 418 418 Volume Left 34 12 Volume Right 49 8 csh 355 17 17 781 17 17 Volume to Capacity.23.33.17.2.25.25 Queue Length 95th (m) 6.8...4.. Control Delay (s) 18.2.. 9.7.. Lane LOS C A Approach Delay (s) 18.2..1 Approach LOS C Average Delay.9 Intersection Capacity Utilization 35.2% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 15: Kennedy Cir. & Condo East AM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) 48 14 4 255 117 12 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 48 14 4 255 117 12 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 186 px, platoon unblocked vc, conflicting volume 386 123 129 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 386 123 129 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 92 98 1 cm capacity (veh/h) 615 928 1457 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 62 259 129 Volume Left 48 4 Volume Right 14 12 csh 666 1457 17 Volume to Capacity.9..8 Queue Length 95th (m) 2.3.1. Control Delay (s) 11..1. Lane LOS B A Approach Delay (s) 11..1. Approach LOS B Average Delay 1.6 Intersection Capacity Utilization 26.8% ICU Level of Service A Analysis Period (min) 15 9/23/214

Timings 221 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 138 165 224 199 132 22 266 82 11 214 651 151 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 6.. 6.. 45.. 6.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 15. 135. 9. 15. Travel Time (s) 1.8 9.7 6.5 1.8 Lane Group Flow (vph) 138 1289 199 1234 266 912 214 82 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Minimum Split (s) 1. 22. 1. 22. 1. 22. 1. 22. Total Split (s) 12. 52. 13. 53. 18. 41. 14. 37. Total Split (%) 1.% 43.3% 1.8% 44.2% 15.% 34.2% 11.7% 3.8% Yellow Time (s) 3. 4. 3. 4. 3. 4. 3. 4. All-Red Time (s). 2.. 2.. 2.. 2. Lost Time Adjust (s)........ Total Lost Time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lead/Lag Lead Lag Lead Lag Lead Lag Lead Lag Lead-Lag Optimize? v/c Ratio.69.95.93.89.91.88.92.88 Control Delay 38.6 51.5 69.1 52.1 63.9 51.2 7.7 53.4 Queue Delay........ Total Delay 38.6 51.5 69.1 52.1 63.9 51.2 7.7 53.4 Queue Length 5th (m) 16.4 151.4 25.5 149.1 45. 16.4 33. 93.2 Queue Length 95th (m) #41.7 #198.4 m#64.3 #186.5 #94.1 #14.4 #78.6 #125.1 Internal Link Dist (m) 126. 111. 66. 126. Turn Bay Length (m) 6. 6. 45. 6. Base Capacity (vph) 21 135 215 1379 292 134 232 915 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.69.95.93.89.91.88.92.88 Area Type: Other Cycle Length: 12 Actuated Cycle Length: 12 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 9 Control Type: Pretimed # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 221 Total Traffic 2: Thompson Rd. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 138 165 224 199 132 22 266 82 11 214 651 151 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lane Util. Factor 1..95 1..95 1..95 1..95 Frt 1..97 1..98 1..98 1..97 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 3485 1789 3491 1789 3514 1789 3477 Flt Permitted.9 1..9 1..12 1..13 1. Satd. Flow (perm) 164 3485 16 3491 222 3514 243 3477 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 138 165 224 199 132 22 266 82 11 214 651 151 RTOR Reduction (vph) 15 13 9 17 Lane Group Flow (vph) 138 1274 199 1221 266 93 214 785 Turn Type pm+pt NA pm+pt NA pm+pt NA pm+pt NA Protected Phases 7 4 3 8 5 2 1 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 55. 46. 57. 47. 49. 35. 42. 31. Effective Green, g (s) 55. 46. 57. 47. 49. 35. 42. 31. Actuated g/c Ratio.46.38.48.39.41.29.35.26 Clearance Time (s) 3. 6. 3. 6. 3. 6. 3. 6. Lane Grp Cap (vph) 197 1335 211 1367 286 124 226 898 v/s Ratio Prot.5.37 c.8.35 c.12.26.9.23 v/s Ratio Perm.27 c.37 c.26.24 v/c Ratio.7.95.94.89.93.88.95.87 Uniform Delay, d1 25.3 36. 32.1 34.1 32.3 4.5 31.3 42.6 Progression Factor 1. 1. 1.26 1.34 1. 1. 1. 1. Incremental Delay, d2 18.8 15.9 39.7 6.9 37.9 1.9 47.5 11.6 Delay (s) 44.1 51.9 8.1 52.6 7.3 51.4 78.9 54.2 Level of Service D D F D E D E D Approach Delay (s) 51.1 56.4 55.7 59.4 Approach LOS D E E E HCM 2 Control Delay 55.3 HCM 2 Level of Service E HCM 2 Volume to Capacity ratio.97 Actuated Cycle Length (s) 12. Sum of lost time (s) 18. Intersection Capacity Utilization 11.8% ICU Level of Service G Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 4: Site RIRO & L.St. Laurent Ave./L.St.Laurent Ave. PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Volume (veh/h) 1339 5 1433 52 Sign Control Free Free Stop Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 1339 5 1433 52 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 135 11 px, platoon unblocked.65.8.65 vc, conflicting volume 1389 28 694 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 526 158 tc, single (s) 4.1 6.8 6.9 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 1 1 93 cm capacity (veh/h) 675 656 76 Direction, Lane # EB 1 EB 2 WB 1 WB 2 NB 1 Volume Total 893 496 716 716 52 Volume Left Volume Right 5 52 csh 17 17 17 17 76 Volume to Capacity.53.29.42.42.7 Queue Length 95th (m).... 1.8 Control Delay (s).... 1.5 Lane LOS B Approach Delay (s).. 1.5 Approach LOS B Average Delay.2 Intersection Capacity Utilization 48.6% ICU Level of Service A Analysis Period (min) 15 9/23/214

Timings 221 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 2 1196 175 128 1336 45 12 27 95 29 51 14 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Storage Length (m) 3.. 3.. 3.. 3.. Storage Lanes 1 1 1 1 Taper Length (m) 15. 15. 15. 15. Right Turn on Red Yes Yes Yes Yes Link Speed (k/h) 5 5 5 5 Link Distance (m) 1.5 12. 115.5 1. Travel Time (s) 7.2 8.6 8.3 7.2 Lane Group Flow (vph) 2 1371 128 1381 12 122 29 65 Turn Type Perm NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 2 6 Permitted Phases 4 8 2 6 Minimum Split (s) 22. 22. 1. 22. 22. 22. 22. 22. Total Split (s) 3. 3. 8. 38. 22. 22. 22. 22. Total Split (%) 5.% 5.% 13.3% 63.3% 36.7% 36.7% 36.7% 36.7% Yellow Time (s) 4. 4. 3. 4. 4. 4. 4. 4. All-Red Time (s) 2. 2.. 2. 2. 2. 2. 2. Lost Time Adjust (s)........ Total Lost Time (s) 6. 6. 3. 6. 6. 6. 6. 6. Lead/Lag Lag Lag Lead Lead-Lag Optimize? v/c Ratio.16.96.44.73.33.24.9.13 Control Delay 1.8 37.7 1.7 13.4 2.9 7.8 17.4 14.8 Queue Delay........ Total Delay 1.8 37.7 1.7 13.4 2.9 7.8 17.4 14.8 Queue Length 5th (m) 1.7 136.5 5.5 54.7 1.6 2.2 2.4 4.2 Queue Length 95th (m) m1.8 m#162.1 11.4 76.6 22.8 12.5 7.6 11.9 Internal Link Dist (m) 76.5 96. 91.5 76. Turn Bay Length (m) 3. 3. 3. 3. Base Capacity (vph) 126 1423 288 192 359 513 341 496 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.16.96.44.73.33.24.9.13 Area Type: Other Cycle Length: 6 Actuated Cycle Length: 6 Offset: (%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 65 Control Type: Pretimed # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. 9/23/214

HCM Signalized Intersection Capacity Analysis 221 Total Traffic 6: Kennedy Cir. & L.St.Laurent Ave./L.St. Laurent Ave. PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 2 1196 175 128 1336 45 12 27 95 29 51 14 Ideal Flow (vphpl) 19 19 19 19 19 19 19 19 19 19 19 19 Total Lost time (s) 6. 6. 3. 6. 6. 6. 6. 6. Lane Util. Factor 1..95 1..95 1. 1. 1. 1. Frt 1..98 1. 1. 1..88 1..97 Flt Protected.95 1..95 1..95 1..95 1. Satd. Flow (prot) 1789 351 1789 3561 1789 1663 1789 1823 Flt Permitted.17 1..15 1..71 1..68 1. Satd. Flow (perm) 314 351 279 3561 1346 1663 1278 1823 Peak-hour factor, PHF 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. 1. Adj. Flow (vph) 2 1196 175 128 1336 45 12 27 95 29 51 14 RTOR Reduction (vph) 19 4 7 1 Lane Group Flow (vph) 2 1352 128 1377 12 52 29 55 Turn Type Perm NA pm+pt NA Perm NA Perm NA Protected Phases 4 3 8 2 6 Permitted Phases 4 8 2 6 Actuated Green, G (s) 24. 24. 32. 32. 16. 16. 16. 16. Effective Green, g (s) 24. 24. 32. 32. 16. 16. 16. 16. Actuated g/c Ratio.4.4.53.53.27.27.27.27 Clearance Time (s) 6. 6. 3. 6. 6. 6. 6. 6. Lane Grp Cap (vph) 125 144 274 1899 358 443 34 486 v/s Ratio Prot c.39.4 c.39.3.3 v/s Ratio Perm.6.21 c.9.2 v/c Ratio.16.96.47.73.34.12.9.11 Uniform Delay, d1 11.5 17.6 11.2 1.7 17.7 16.7 16.5 16.6 Progression Factor.79 1.65 1. 1. 1. 1. 1. 1. Incremental Delay, d2 1.1 8.7 5.6 2.5 2.5.5.5.5 Delay (s) 1.2 37.7 16.8 13.1 2.2 17.2 17. 17.1 Level of Service B D B B C B B B Approach Delay (s) 37.3 13.4 18.7 17.1 Approach LOS D B B B HCM 2 Control Delay 24.2 HCM 2 Level of Service C HCM 2 Volume to Capacity ratio.72 Actuated Cycle Length (s) 6. Sum of lost time (s) 15. Intersection Capacity Utilization 74.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 9: Kennedy Cir. & Front East PM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) 17 4 8 225 35 4 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 17 4 8 225 35 4 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 116 px, platoon unblocked vc, conflicting volume 593 352 354 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 593 352 354 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 96 99 99 cm capacity (veh/h) 465 692 125 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 21 233 354 Volume Left 17 8 Volume Right 4 4 csh 496 125 17 Volume to Capacity.4.1.21 Queue Length 95th (m) 1..2. Control Delay (s) 12.6.3. Lane LOS B A Approach Delay (s) 12.6.3. Approach LOS B Average Delay.6 Intersection Capacity Utilization 28.7% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 11: Thompson Rd. & Front West PM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) 56 154 124 75 133 941 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 56 154 124 75 133 941 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 9 px, platoon unblocked.8 vc, conflicting volume 1798 55 199 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 152 55 199 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 21 68 79 cm capacity (veh/h) 71 479 631 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 21 683 416 133 47 47 Volume Left 56 133 Volume Right 154 75 csh 19 17 17 631 17 17 Volume to Capacity 1.11.4.24.21.28.28 Queue Length 95th (m) 77.8.. 6... Control Delay (s) 148.4.. 12.2.. Lane LOS F B Approach Delay (s) 148.4. 1.5 Approach LOS F Average Delay 13.8 Intersection Capacity Utilization 6.6% ICU Level of Service B Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 13: Thompson Rd. & Condo West PM Peak Hour Movement WBL WBR NBT NBR SBL SBT Volume (veh/h) 18 25 174 32 47 95 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 18 25 174 32 47 95 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 149 px, platoon unblocked.82 vc, conflicting volume 1659 553 116 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 1371 553 116 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 83 95 93 cm capacity (veh/h) 15 477 627 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 SB 3 Volume Total 43 716 39 47 475 475 Volume Left 18 47 Volume Right 25 32 csh 191 17 17 627 17 17 Volume to Capacity.22.42.23.7.28.28 Queue Length 95th (m) 6.3.. 1.8.. Control Delay (s) 29.2.. 11.2.. Lane LOS D B Approach Delay (s) 29.2..5 Approach LOS D Average Delay.8 Intersection Capacity Utilization 47.4% ICU Level of Service A Analysis Period (min) 15 9/23/214

HCM Unsignalized Intersection Capacity Analysis 221 Total Traffic 15: Kennedy Cir. & Condo East PM Peak Hour Movement EBL EBR NBL NBT SBT SBR Volume (veh/h) 25 7 14 28 37 47 Sign Control Stop Free Free Grade % % % Peak Hour Factor 1. 1. 1. 1. 1. 1. Hourly flow rate (vph) 25 7 14 28 37 47 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 186 px, platoon unblocked vc, conflicting volume 566 33 354 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 566 33 354 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 95 99 99 cm capacity (veh/h) 48 711 125 Direction, Lane # EB 1 NB 1 SB 1 Volume Total 32 222 354 Volume Left 25 14 Volume Right 7 47 csh 516 125 17 Volume to Capacity.6.1.21 Queue Length 95th (m) 1.5.3. Control Delay (s) 12.4.6. Lane LOS B A Approach Delay (s) 12.4.6. Approach LOS B Average Delay.9 Intersection Capacity Utilization 32.4% ICU Level of Service A Analysis Period (min) 15 9/23/214

675 Millcreek Drive Unit 1 Mississauga ON L5N 5M4 T: 1 416 213 7121 F: 1 95 89 8499 E: mississauga@ghd.com 214 This document is and shall remain the property of. The document may only be used for the purpose for which it was commissioned and in accordance with the Terms of Engagement for the commission. Unauthorised use of this document in any form whatsoever is prohibited. Document Status Rev No. Author Reviewer Approved for Issue Name Signature Name Signature Date M. Dowdall W. Kay W. Maria Aug. 214

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