Bank Street Retail/Hotel Development

M a y 214 89-9 Bank Street Retail/Hotel Development Transportation Brief Google 214 Bing 214 Prepared for: Prepared by:

Study 89-9 Type Bank Street May 214 Study Retail/Hotel Name Development February 211 TB Check List TIS / TB/ CTS Check List prepared for: N45 Architects Inc. 2nd Floor, 43 Eccles Street Ottawa, ON K1R 6S3 OUR REF:TO3157TOL OUR Report Context Municipal address; Location relative to major elements of the existing transportation system (e.g., the site is located in the southwest quadrant of the intersection of Main Street/ First Street, 6metres from the Maple Street Rapid Transit Station); Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.; Proposed land uses and relevant planning regulations to be used in the analysis; Proposed development size (building size, number of residential units, etc.) and location on site; Estimated date of occupancy; Planned phasing of development; Proposed number of parking spaces (not relevant for Draft Plans of Subdivision); Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc. Study area;

Study 89-9 Type Bank Street May 214 Study Retail/Hotel Name Development February 211 Existing Conditions Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and posted speed limit; Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other relevant data (e.g., extraordinary lane widths, grades, etc.); Existing access points to adjacent developments (both sides of all roads bordering the site); Existing transit system, including stations and stops; Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks; Existing system operations (V/C, LOS); Major trip generators/ attractors within the Study Area should be indicated. Demand Forecasting General background growth; Not required for TB Other study area developments; Changes to the study area road network; Future background system operations (V/C, LOS, queue lengths): Not required for TB Trip generation rates; Trip distribution and assignment.

Study 89-9 Type Bank Street May 214 Study Retail/Hotel Name Development February 211 Impact Analysis Total future system operations (V/C, LOS, queue lengths); Signal and auxiliary lane (device) warrants; Operational/ safety assessment (e.g., sight line assessment where grades are an issue); Storage analysis for closely spaced intersections; Pedestrian and bicycle network connections and continuity; On-site circulation and design; Potential for neighbourhood impacts; and TDM. Not required for TB Synchro Files CTS Impact Analysis Network Capacity Analysis; Non-auto network connections and continuity; Potential for community impacts, and TDM. Synchro Files Screenline Analysis

89 9 Bank Street Retail/Hotel Development Transportation Brief prepared for: N45 Architects Inc. 2 nd Floor, 43 Eccles Street Ottawa, ON K1R 6S3 prepared by: 1223 Michael Street Suite 1 Ottawa, ON K1J 7T2 May 13, 214 TO3157TOL

89 9 Bank Street Transportation Brief May 214 Table of Contents 1. Introduction... 1 2. Existing Conditions... 3 2.1 Area Road Network... 3 2.2 Existing Study Area Intersections... 4 2.3 Existing Intersection Operations... 5 3. Demand Forecasting... 8 3.1 Background Traffic Growth from Lansdowne Park Redevelopment... 8 3.2 Site Vehicle Trip Generation... 8 3.3 Vehicle Traffic Distribution and Assignment... 12 4. Future Traffic Operations... 13 5. Site Plan Review... 15 6. Findings and Recommendations... 16 List of Figures Figure 1: Local Context... 1 Figure 2: Proposed Site Plan... 2 Figure 3: Existing Afternoon Peak Hour Traffic Volumes... 6 Figure 4: Lansdowne Park Redevelopment Afternoon Peak Hour Site-Generated... 8 Figure 5: Projected Afternoon Peak Hour Site-Generated Traffic Volumes... 12 Figure 6: Redistributed Existing Afternoon Peak Hour Site Traffic Volumes... 13 Figure 7: Total Projected Traffic Volumes... 14 List of Tables Table 1: Existing Performance at Study Area Intersections... 7 Table 2: ITE Trip Generation Rates... 9 Table 3: Modified Person Trip Generation... 9 Table 4: Grocery Modal Site Trip Generation... 1 Table 5: Specialty Retail Modal Site Trip Generation... 1 Table 6: Hotel Modal Site Trip Generation... 11 Table 7: Total Site Vehicle Trip Generation... 11 Table 8: Projected Performance at Study Area Intersections... 14 Appendices Appendix A Current Peak Hour Traffic Volumes Appendix B SYNCHRO Capacity Analysis: Existing Conditions Appendix C Lansdowne Park Redevelopment Traffic Appendix D SYNCHRO Capacity Analysis: Projected Conditions

89 9 Bank Street Transportation Brief May 214 1. INTRODUCTION From the information provided, a redevelopment comprised of approximately 39, ft² of retail and a 116 room hotel is being proposed for a site on the west side of Bank Street, south of Thornton Avenue. The site, which is municipally known as 89 9 Bank Street, is currently occupied by a Beer Store, a pay-and-display parking lot and a quick lube shop. These land uses will be replaced by the proposed development, with a new Beer Store incorporated into the project. The site s local context is depicted in Figure 1 and the proposed Site Plan is depicted in Figure 2. Access to the site is currently via two driveway connections to Bank Street and a single driveway connection to Monk Street. The proposed development will provide two driveway connections to Monk Street (one for garbage collection/loading and one providing access to the lower level parking garage) and one to Thornton Street (hotel loading only). There will be no vehicle connections directly to Bank Street. Figure 1: Local Context As part of the Site Plan Approval process, the City of Ottawa requires submission of a Transportation Impact Assessment (TIA) consistent with their guidelines dated October 26. With respect to these guidelines and for this level of development, a Transportation Brief (TB) is considered the appropriate type of study. Given the proposed development consists of retail/hotel land uses that will generate the highest traffic volumes during the weekday afternoon peak hour and given study area intersections currently operate with similar Levels of Service during both peak hours, only the afternoon peak hour will be assessed, in detail, herein. Page 1

Figure 2: Proposed Site Plan

89 9 Bank Street Transportation Brief May 214 2. EXISTING CONDITIONS 2.1 Area Road Network Bank Street is an undivided arterial roadway with an unposted speed limit understood to be 5 km/h. Within the study area, the cross-section of Bank Street consists of two travel lanes in each direction with on-street parking located along both sides of the road. Onstreet parking/stopping is not permitted along the east side of the road during the morning peak hour and is not permitted along the west side of the road during the afternoon peak hour. Fifth Avenue is a collector roadway with a posted speed limit of 4 km/h. Its crosssection consists of a single travel lane in both directions with on-street parking located along the north side of the road. Monk Street is a local roadway with a posted speed limit of 4 km/h. Its cross-section consists of a travel lane in both directions with on-street parking located along the east side of the road. Holmwood Avenue is a local roadway with a posted speed limit of 4 km/h. Its crosssection west of Bank Street consists of a travel lane in both directions with on-street parking located along the north side of the road. East of Bank Street, Holmwood Avenue operates as a one-way roadway in the eastbound direction with on-street parking located along the north side of the road. Thornton Avenue is a local roadway with an unposted speed limit understood to be 5 km/h. Its cross-section west of Bank Street consists of a travel lane in both directions with on-street parking located along the south side of the road. East of Bank Street, Thornton Avenue continues as Regent Street, which operates as a one-way roadway in the eastbound direction, with on-street parking provided along the north side of the road. It is noteworthy that peak hour field observations revealed that on-street parking within the study area is well utilized, however, relatively obtainable. This may change with the opening of the redeveloped Lansdowne Park, and will change when there are special/sporting events occurring. Page 3

89 9 Bank Street Transportation Brief May 214 2.2 Existing Study Area Intersections Bank/Fifth The Bank/Fifth intersection is a signalized four-legged intersection. The north and southbound approaches consist of a shared through/left-turn lane and a shared through/right-turn lane. The westbound approach consists of a left-turn lane and a shared/through right-turn lane. The eastbound approach consists of a single full movement lane. All movements are permitted at this location. Bank/Thornton & Regent The Bank/Thornton & Regent intersection is an unsignalized off-set four-legged intersection with STOP control on the eastbound approach only. The north and southbound approaches consist of a shared through/left-turn lane and a shared through/right-turn lane. The west leg (Thornton Avenue) consists of a single fullmovement lane. The east leg (Regent Street) operates as a one-way roadway in the eastbound direction. All movements are permitted at this location. Bank/Holmwood The Bank/Holmwood intersection is a signalized four-legged intersection. The north and southbound approaches consist of a shared through/left-turn lane and a shared through/right-turn lane. The west leg consists of a single full-movement lane and the east leg operates as a one-way roadway in the eastbound direction only. All movements are permitted at this location. Page 4

89 9 Bank Street Transportation Brief May 214 Fifth/Monk The Fifth/Monk intersection is an unsignalized T intersection with STOP control on the minor approach only. A single lane approach is provided for each leg of this intersection and all movements permitted. Holmwood/Monk The Holmwood/Monk intersection is an unsignalized four-legged intersection with all-way STOP control. A single lane approach is provided for each leg of this intersection and all movements permitted. 2.3 Existing Intersection Operations As mentioned previously, the critical time period in terms of vehicles volumes for the proposed land uses and study area intersections is considered to be the weekday afternoon peak hour. Therefore, illustrated as Figure 3, are the most recent weekday afternoon peak hour traffic volumes at study area intersections. These traffic volumes were obtained from the City of Ottawa for the signalized Bank/Fifth and Bank/Holmwood intersections and the traffic volumes at the unsignalized study area intersection were collected by Delcan (April 214) during the afternoon peak hour only. Detailed peak hour traffic volumes are included as Appendix A. Page 5

STOP STOP STOP STOP STOP 89 9 Bank Street Transportation Brief May 214 Figure 3: Existing Afternoon Peak Hour Traffic Volumes 65 2 13 536 17 2 22 63 Fifth 8 1 2 4 39 26 15 16 517 2 3 Bank Thornton 12 76 16 Regent Monk 59 2 12 15 551 17 2 1 15 6 SITE 17 71 44 11 13 22 6 57 2 1 15 5 35 5 2 692 11 Holmwood 1 25 1 18 4 4 18 7 3 5 462 3 It should be noted that the weekday traffic counts obtained from the City of Ottawa for the Bank/Fifth and Bank/Holmwood intersections indicate slightly lower volumes (approximately 1 to 15 veh/h fewer) during the years 213/214 when compared to the traffic volumes collected during the summer 28. This recent decrease in traffic volumes can be attributed to the closure of a northbound lane along Bank Street with respect to the Lansdowne Park renewal construction, south of the study area. It should also be noted, the data collected at the Bank/Fifth intersection was collected on the Friday before the July long weekend. Typically, traffic data collected on Fridays/Mondays leading up to or following statutory holidays will result in lower volumes. Regardless of the inconsistent data, the difference in volumes will have a negligible effect on the subsequent existing/projected intersection performance analysis. Therefore, no further data collection is required. The following Table 1 provides a summary of existing traffic operations at the study area intersections, based on the Synchro (V8) traffic analysis software. The study area intersections were assessed in terms of the volume-to-capacity (v/c) ratio and the corresponding Level of Service (LoS) for the critical movement(s). The study area Page 6

89 9 Bank Street Transportation Brief May 214 intersections as a whole were assessed based on a weighted v/c ratio. The Synchro model output of existing conditions is provided within Appendix B. Table 1: Existing Performance at Study Area Intersections Weekday PM Peak Intersection Critical Movement Intersection as a whole max. v/c LoS or avg. Movement Delay (s) LoS v/c delay (s) Bank/Fifth 1 A.59 NBT 15.9 A.44 Bank/Thornton 1 B 12.5 EBL.5 - - Bank/Holmwood 1 A.46 SBT 8.9 A.39 Monk/Fifth A 9.3 NBL 3. - - Monk/Holmwood A 7.5 WBT 7.5 - - Note: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. 1 Analyzed as area type CBD and with one northbound through lane north of Holmwood Avenue due to on-street parking. As shown in Table 1, the signalized study area intersections, as a whole, are currently operating at an excellent LoS A or better during the weekday afternoon peak hour. With regard to critical movements at study area intersections, all critical movements are operating at an excellent LoS B or better during the weekday afternoon peak hour. This satisfies the City of Ottawa s current operating standard of LoS D or better (.9 > v/c >.). Field observations at study area intersections confirm the above findings. However, minor delays to north and southbound vehicles travelling along Bank Street were observed. These delays were caused by signalized intersections, left-turning vehicles, vehicles negotiating on-street parking, pedestrians, cyclists, etc. As Bank Street is considered a Traditional Mainstreet, these minor delays are considered acceptable. It has also been observed that on weekdays where on-street parking is permitted (it is not permitted during peak hours, in the direction of peak directional flow), traffic can be slower moving on Bank Street through the Glebe due to the reduced road capacity, increased use of the adjacent parking spaces and more pedestrians. As previously mentioned, when the redeveloped Lansdowne Park is operational, intersection operations along Bank Street will be impacted and increased delays are expected both during peak hours, and at all other times as well. It should also be noted, approximately 5 veh/h were observed cutting through the site between Bank Street and Monk Street during the weekday afternoon peak hour. As the proposed development will only have access to Monk Street and Thornton Avenue, the opportunity for cut-through through the site between Monk Street and Bank Street will be eliminated. Page 7

STOP STOP STOP STOP 89 9 Bank Street Transportation Brief May 214 3. DEMAND FORECASTING 3.1 Background Traffic Growth from Lansdowne Park Redevelopment The proposed site is located approximately 5 m north of Lansdowne Park, which is currently under construction and scheduled to be operational in summer 214. The following Figure 4 illustrates the projected increase in afternoon peak hour traffic volumes at the study area intersections generated by the redevelopment of Lansdowne Park. These volumes, which will be included in the ensuing analysis, were obtained from the Lansdowne Park TIA prepared by McCormick Rankin. Excerpts from the Lansdowne Park TIA are included as Appendix C. It is noteworthy that these afternoon peak hour volumes are related to Lansdowne Park s retail, office and residential uses. The significant traffic impact of special/sporting events are not addressed herein. Figure 4: Lansdowne Park Redevelopment Afternoon Peak Hour Site-Generated Traffic Volumes 22 56 3 1 12 Fifth 22 22 9 114 Bank 21 48 45 Thornton Regent Monk SITE 2 3 268 22 Holmwood 3 114 11 3.2 Site Vehicle Trip Generation The following Table 2 summarizes the appropriate vehicle trip generation rates obtained from the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Page 8

89 9 Bank Street Transportation Brief May 214 Manual for the proposed retail and hotel development. With respect to the existing Beer Store land use (to be maintained), its projected vehicle trip generation is assumed to be 1% of the observed traffic volumes at the site driveway connections (depicted in Figure 3). Table 2: ITE Trip Generation Rates Data Land Use Source AM Peak Supermarket ITE 85 T = 3.4(X); Specialty Retail Centre ITE 826 T = 1.36(X); T = 1.2(X) + 1.74 Trip Rates PM Peak T = 9.48(X); Ln(T) =.74 Ln(X) + 3.25 T = 2.71(X); T = 2.4(X) + 21.48 Hotel ITE 31 T =.53(du); T =.6(du); Notes: T = Average Vehicle Trip Ends X = 1, ft 2 Gross Floor Area du = Dwelling units Specialty Retail AM Peak is assumed to be 5% of the PM Peak As ITE trip generation surveys only record vehicle trips and typically reflect highly suburban locations (with little to no access by travel modes other than private automobiles), adjustment factors appropriate to the more urban study area context were applied to attain estimates of person trips for the proposed development. This approach is considered appropriate within the industry for urban infill developments. To convert ITE vehicle trip rates to person trips, an auto occupancy factor and a non-auto trip factor were applied to the ITE vehicle trip rates. Our review of available literature suggests that a combined factor of approximately 1.3 is considered reasonable to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 1%. As such, the person trip generation for the proposed site is summarized in Table 3. Table 3: Modified Person Trip Generation Land Use Data Source Area AM Peak (persons) PM Peak (persons) In Out Total In Out Total Grocery ITE 85 29,4 ft 2 72 58 13 179 23 49 Specialty Retail Centre ITE 826 9,9 ft 2 16 13 29 25 34 59 Hotel ITE 31 116 units 47 33 8 45 45 9 Total Person Trips 135 14 239 249 39 558 Note: 1.3 factor to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 1% Page 9

89 9 Bank Street Transportation Brief May 214 The person trips shown in Table 3 for the proposed site were then reduced by modal share values based on the site s location and proximity to adjacent communities, employment, other shopping uses and transit availability. Modal share and pass-by 1 values for the proposed supermarket, specialty retail and hotel are summarized in Table 4, 5, and 6, respectively, with the total site vehicle trip generation summarized in Table 7. In addition to the pass-by reduction, a multi-purpose 2 trip reduction of 1% has been removed to account for internal trips between the proposed land uses. This reduction is also summarized in Table 7. Table 4: Grocery Modal Site Trip Generation AM Peak Travel Mode Mode Share (Persons/hr) PM Peak (Persons/hr) In Out Total In Out Total Auto Driver 4% 29 24 53 72 92 164 Auto Passenger 15% 11 9 2 27 35 62 Transit 15% 11 8 19 27 34 61 Non-motorized 3% 21 17 38 53 69 122 Total Person Trips 1% 72 58 13 179 23 49 Less 3% Pass-by -8-8 -16-25 -25-5 Total 'New' Auto Trips 21 16 37 47 67 114 Table 5: Specialty Retail Modal Site Trip Generation AM Peak Travel Mode Mode Share (Persons/hr) PM Peak (Persons/hr) In Out Total In Out Total Auto Driver 4% 7 6 13 1 14 24 Auto Passenger 15% 3 2 5 4 5 9 Transit 15% 2 2 4 4 5 9 Non-motorized 3% 4 3 7 7 1 17 Total Person Trips 1% 16 13 29 25 34 59 Less 5% Pass-by -3-3 -6-6 -6-12 Total 'New' Auto Trips 21 16 37 47 67 114 1 Pass-by values are trips attracted to the proposed site from existing traffic passing-by on adjacent study area roadways. These trips are not diverted from roadways outside the study area. 2 A multi-purpose trip is a single person trip to/from the proposed site accounting for multiple trips to/from various proposed on-site land uses (i.e. a person will not leave and return to the site if they wish to make trip to the specialty retail and the supermarket on the same site). Page 1

89 9 Bank Street Transportation Brief May 214 Table 6: Hotel Modal Site Trip Generation Travel Mode Mode Share AM Peak (Persons/hr) PM Peak (Persons/hr) In Out Total In Out Total Auto Driver 5% 24 17 41 23 23 46 Auto Passenger 25% 12 9 21 11 11 22 Transit 5% 2 1 3 2 2 4 Non-motorized 2% 9 6 15 9 9 18 Total Person Trips 1% 47 33 8 45 45 9 Total 'New' Auto Trips 24 17 41 23 23 46 As depicted in Figure 3, existing site-generated traffic to/from the Beer Store parking lot was observed to be 1 veh/h two-way total during the weekday afternoon peak hour. These existing volumes, as summarized in Table 7, are assumed to be 1% attributed to the Beer Store, which is to be reconstructed and incorporated into the proposed development. Table 7: Total Site Vehicle Trip Generation Land Use AM Peak (veh/h) PM Peak (veh/h) In Out Total In Out Total Existing Beer Store - - - 44 56 1 Supermarket 29 24 53 72 92 164 Specialty Retail 7 6 13 1 14 24 Hotel 24 17 41 23 23 46 Less Retail/Supermarket Pass-by -11-11 -22-31 -31-62 Less Multi-Purpose Trips (1%) -5-4 -9-11 -16-27 Total Site-Generated Auto Trips 44 32 76 16 139 245 Less Existing Site-Generated Tips - - - -44-56 -1 Total 'New' Auto Trips - - - 62 83 145 As shown in Table 7, the total number of potential new two-way vehicle trips for the proposed development is approximately 145 veh/h during the critical weekday afternoon peak hour comprised of approximately 6 veh/h inbound and 85 veh/h outbound. The site as a whole (including the existing Beer Store traffic) is projected to generate approximately 245 veh/h during the critical weekday afternoon peak hour. Page 11

STOP STOP STOP STOP STOP STOP STOP STOP 89 9 Bank Street Transportation Brief May 214 3.3 Vehicle Traffic Distribution and Assignment The projected distribution of site-generated traffic was based on the existing road network and our knowledge of the surrounding area. The resultant distribution is outlined as follows: 35% to/from the north via Bank Street; 35% to/from the south via Bank Street; 2% to/from west via Fifth Avenue and Holmwood Avenue; and 1% to/from east via Fifth Avenue. Based on these distributions, new and pass-by site-generated trips were assigned to the study area network and are illustrated as Figure 5. It should be noted, all projected peak hour site-generated traffic is assumed to be to/from the proposed driveway connection to Monk Street that provides access to the lower level parking garage. The two driveway connections providing access to the site s loading areas (one to Monk Street and one to Thornton Street) will experience negligible/no traffic volumes during peak hours. Figure 5: Projected Afternoon Peak Hour Site-Generated Traffic Volumes New Pass-by 13 7 15 6 Fifth 5 5-5 Fifth 6 9 37 29 8 15 15-15 19 Bank 18 Thornton 15 Regent 5 Monk 8 3 37 54 29 SITE 25 Bank 14 Thornton 11-16 Regent 46 8 Monk 15 4 4 3-15 19 19 12 SITE 12 8 21 6 19 21 8 3 19 Holmwood 12 12 12-12 12-12 Holmwood With respect to the projected site-generated traffic related to the Beer Store land use, its existing site-generated traffic to/from the Bank Street driveway connection is assumed to be redistributed/reassigned to/from the Monk Street driveway connection, given the Page 12

STOP STOP STOP STOP STOP 89 9 Bank Street Transportation Brief May 214 existing Bank Street driveway connection will be removed. This assumes the worst-case in terms of projected traffic volumes on Monk Street, as it assumes all Beer Store patrons will continue to park on-site only. As such, it is also important to note that a number of future Beer Store and retail patrons may elect to park on-street within the study area. The following Figure 6 depicts the existing Beer Store site-generated traffic to/from Bank Street, redistributed/reassigned to/from the Monk Street driveway connection. The observed trips to/from the Bank Street driveway connection were reassigned to the study area network based on the previously mentioned assumed projected vehicle distribution. Figure 6: Redistributed Existing Afternoon Peak Hour Site Traffic Volumes Fifth 13 13-13 13-13 17 Thornton Bank 17-17 Regent Monk 17 13 22 SITE -17 6-22 Holmwood 22 6-6 6-13 -22-6 22 4. FUTURE TRAFFIC OPERATIONS For the purpose of this assessment, total projected traffic volumes were derived by superimposing projected Lansdowne Park generated traffic volumes (Figure 4), projected site-generated traffic volumes (Figure 5) and the redistributed exiting site-generated traffic volumes (Figure 6) onto existing traffic volumes (Figure 3) (i.e. Figure 4 + Figure 5 + Figure 6 + Figure 3 = Total projected traffic volumes). The resulting total projected traffic volumes used in the subsequent analysis are illustrated as Figure 7. Page 13

STOP STOP STOP STOP 89 9 Bank Street Transportation Brief May 214 Figure 7: Total Projected Traffic Volumes 87 38 25 62 17 23 29 75 Fifth 12 16 29 15 96 34 37 37 537 65 54 Bank 49 Thornton 55 763 16 Regent Monk 133 12 2 24 21 637 17 2 83 11 69 SITE 44 54 1 1 7 42 38 5 2 734 33 Holmwood 16 27 1 18 4 4 18 7 87 45 561 41 The following Table 8 provides a summary of projected peak hour performances of study area intersections. The Synchro model output of projected conditions is provided within Appendix D. Table 8: Projected Performance at Study Area Intersections Weekday PM Peak Intersection Critical Movement Intersection as a whole max. v/c LoS or avg. Movement Delay (s) LoS v/c delay (s) Bank/Fifth 1 B.69 NBT 13.8 A.53 Bank/Thornton 1 B 11.8 EBL.7 - - Bank/Holmwood 1 A.52 SBT 1.2 A.48 Monk/Fifth A 1. NBL 4.3 - - Monk/Site B 1.5 WBL 6.5 - - Monk/Holmwood A 8.1 SBT 7.8 - - Note: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. 1 Analyzed as area type CBD and with one northbound through lane north of Holmwood Avenue, as onstreet parking is permitted along the east side of the Bank Street during the afternoon peak hour. Page 14

89 9 Bank Street Transportation Brief May 214 As shown in Table 8, study area intersections as a whole and their respective critical movements are projected to operate at an acceptable LoS B or better during the afternoon peak hour. This is similar to, if not the same as, the existing conditions summarized in Table 1. With respect to the proposed site driveway connection to Monk Street, it is projected to operate with acceptable delays of 1 seconds during the afternoon peak hour with 95 th percentile queues of approximately 6 meters (no more than 1 vehicle in queue) on-site. As for vehicles entering the site, queues/delays are projected to be negligible. With regard to traffic volumes on the local and collector roadways within the study area, they are projected to be in the order of 2 to 25 veh/h on local streets (i.e. Monk Street and Holmwood Street) and 3 to 35 veh/h on collectors streets (i.e. Fifth Street) during the weekday afternoon peak hour. Based on the foregoing afternoon peak hour analysis, it is reasonable to assume that study area intersections will operate similar to exiting conditions during the morning peak hour with the additional projected site-generated traffic, particularly as the Beer Store and specialty retail land uses will not be open. 5. SITE PLAN REVIEW This section provides an overview of site access, parking requirements, pedestrian circulation and transit accessibility. The proposed Site Plan was previously illustrated as Figure 2. Parking A total of 126 parking spaces are proposed to serve the subject site. According to the City s minimum By-Law requirements for Area B, identified in Schedule 1 of the City s Zoning By-Law, 156 parking spaces should be provided to serve this site. As such, the proponent will likely be required to seek a By-Law variance for the proposed amount of parking. As mentioned previously, on-street parking is provided along all study area roadways and is well utilized, however, relatively obtainable. This may, or may not, change with the opening of the redeveloped Lansdowne Park. Regarding parking space dimensioning, they are noted as 5.2 m in length and 2.6 m in width, which meets the City s minimum By-Law requirements. Site Circulation With regard to on-site circulation, the proposed drive aisle and ramp widths are noted as being 6.7 to 8.5 m, which is considered acceptable. The lower level parking garage ramp grades are identified as 14%, which is considered acceptable if appropriate transition grades are provided. If ramp grades exceed 12% and are exposed to weather, a subsurface melting device should be installed, sufficient to keep the ramp free from ice/snow at all times. Page 15

89 9 Bank Street Transportation Brief May 214 Access Requirements Based on projected volumes and proximity to adjacent intersections, additional traffic control/auxiliary turn lanes are not warranted or required at the proposed driveway connections. With respect to heavy vehicles, sufficient turning radii should be provided to accommodate delivery/fire/garbage collection vehicles. Pedestrians/Transit Sidewalks are currently provided along both sides of all study area roadways connecting pedestrians to transit service and other adjacent development. A multi-use pathway is provided along the Rideau Canal, located approximate 6 m east of the proposed site. Bus stops are currently provided along Bank Street at the Bank/Fifth and Bank/Holmwood intersections. OC Transpo service on Bank Street is currently provided by regular (Black) Routes #1 and 7. Bicycles A total of 17 retail and 6 hotel bicycle parking spaces should be provided to satisfy the City s minimum Zoning By-Law requirements. A bicycle rack is identified on the Site Plan, located at the south end of the site fronting Bank Street, next to the proposed retail land uses. The location of bicycle parking is in accordance with the City s By-Law requirements. According to the City s Cycling Plan, Bank Street, Fifth Avenue, Holmwood Avenue, Monk Street and Thornton Avenue are all classified as local routes. Within the study area, bicycle lanes exist along Monk Street south of Holmwood Avenue. 6. FINDINGS AND RECOMMENDATIONS Based on the foregoing analysis of the proposed site, the following transportation-related findings and recommendations are offered: Given the proposed development consists of retail/hotel land uses that will generate the highest traffic volumes during the weekday afternoon peak hour and given study area intersections currently operate with similar Levels of Service during both the weekday morning and afternoon peak hours, only the critical weekday afternoon peak hour was assessed; Study area intersections are currently operating at good Levels of Service during the afternoon peak hour. However, minor delays to north and southbound vehicles travelling along Bank Street were observed. These delays were caused by the combination of closely spaced signalized intersections, left-turning vehicles, vehicles negotiating on-street parking, pedestrians, cyclists, etc. As Bank Street is considered a Traditional Mainstreet, these minor delays are considered acceptable; Page 16

89 9 Bank Street Transportation Brief May 214 The proposed development is projected to generate an increase in two-way traffic volumes of approximately 145 veh/h during the weekday afternoon peak hour. This volume excludes traffic from the Beer Store, which is already accounted for in the existing traffic volumes; At full site build-out, study area intersections as a whole are projected to operate at acceptable levels of service during the weekday afternoon peak hour. However, when the redeveloped Lansdowne Park is operational, intersection operations along Bank Street will be impacted and increased delays are expected; The total projected traffic travelling along the local and collector roadways is in the order of 25 and 35 veh/h, respectively; A number of future Beer Store/retail patrons may elect to park on-street within the study area, as opposed to on-site within the proposed lower level parking garage; The proposed amount of vehicle parking does not meet the City s By-Law requirements. As such, the proponent will likely be required to seek a By-Law variance for the proposed parking supply; The proposed lower level parking garage ramp widths and grades are considered acceptable, provided appropriate transition grades are implemented; With respect to the redevelopment of Lansdowne Park and how it s day-to-day traffic will impact study area intersections, the projected analysis indicates that study area intersections will continue to operate at acceptable Levels of Service during the critical weekday afternoon peak hour. However, as observed, traffic operations can be negatively influenced by additional mid-block delays due to vehicles negotiating on-street parking, pedestrians, cyclists, etc. As Bank Street is considered a Traditional Mainstreet, it is important to note that these delays are considered acceptable, if Bank Street is to be a successful Mainstreet; and This analysis does not address special event or game time traffic associated with the redeveloped Lansdowne Park. For these event, when the demand for on-site (Lansdowne) and off-site (neighbourhood) parking will be significant, traffic in the study area will be significant and delays along the Bank Street corridor are to be expected. Page 17

89 9 Bank Street Transportation Brief May 214 The proposed development fits well into the context of the surrounding area, and its location and design serves to promote use of walking, cycling, and transit modes, thus supporting City of Ottawa policies, goals and objectives with respect to redevelopment, intensification and modal share. Therefore, based on the foregoing, approval of the proposed 89 9 Bank Street development is recommended from a transportation perspective. Prepared By: Reviewed By: André Jane Sponder, B.A.Sc. Analyst, Transportation Ottawa Operations Gordon R. Scobie, P.Eng. Project Engineer, Transportation Ottawa Operations 5-13-14 Page 18

Appendix A Current Peak Hour Traffic Volumes

DIRECTIONAL TRAFFIC FLOW Intersection: Monk at Holmwood DATE: Day: 16 Month: April Year: 214 Day of Week: Wednesday Observer: André Sponder Weather: Clear Chkd by: Date: Street Name: Holmwood TIME PERIOD: From: 3 : 25 To: 3 : 55 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. 1 6 7 Pass. Vehicles Trks Bus Street Name: Monk N Bus Trks Pass. Vehicles 3 5 18 13 3 6 Pass. Vehicles Street Name: Holmwood Trks Bus Street Name: Monk Bus Trks Pass. Vehicles 9 21 19

DIRECTIONAL TRAFFIC FLOW Intersection: Monk at Fifth DATE: Day: 16 Month: April Year: 214 Day of Week: Wednesday Observer: André Sponder Weather: Clear Chkd by: Date: Street Name: Fifth TIME PERIOD: From: 4 : To: 4 : 3 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. Pass. Vehicles Trks Bus Street Name: DNE N Bus Trks Pass. Vehicles 33 4 9 6 Pass. Vehicles Street Name: Fifth Trks Bus Street Name: Monk Bus Trks Pass. Vehicles 11 19

DIRECTIONAL TRAFFIC FLOW Intersection: Bank at Thornton/Regent DATE: Day: 16 Month: April Year: 214 Day of Week: Wednesday Observer: Alex Buck Weather: Clear Chkd by: Date: Street Name: Thornton TIME PERIOD: From: 3 : 3 To: 4 : 3 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. 12 16 Pass. Vehicles Trks Bus Street Name: Bank N Bus Trks Pass. Vehicles 2 12 Pass. Vehicles Street Name: Regent Trks Bus Street Name: Bank Bus Trks Pass. Vehicles 15 17

DIRECTIONAL TRAFFIC FLOW Intersection: Bank at Site DATE: Day: 16 Month: April Year: 214 Day of Week: Wednesday Observer: Gord Scobie Weather: Clear Chkd by: Date: Street Name: Site TIME PERIOD: From: 3 : 3 To: 4 : 3 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. 17 Pass. Vehicles Trks Bus Street Name: Bank N Bus Trks Pass. Vehicles 13 22 Pass. Vehicles Street Name: DNE Trks Bus Street Name: Bank Bus Trks Pass. Vehicles 6

DIRECTIONAL TRAFFIC FLOW Intersection: Monk at Site DATE: Day: 16 Month: April Year: 214 Day of Week: Wednesday Observer: Gord Scobie Weather: Clear Chkd by: Date: Street Name: DNE TIME PERIOD: From: 3 : 3 To: 4 : 3 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. 1 Pass. Vehicles Trks Bus Street Name: Monk N Bus Trks Pass. Vehicles 15 6 Pass. Vehicles Trks Bus Street Name: Site Street Name: Monk Bus Trks Pass. Vehicles 11

City of Ottawa 11 Laurier Ave West Ottawa, Ontario, Canada K1P 1J1 613-58-2424 Ibrahim.Conteh@ottawa.ca Count Name: 594522-Bank and Holmwood-Mar 18 Site Code: Start Date: 3/18/214 Page No: 5 Southbound St. [N] Out In Total 789 442 1231 4 2 6 793 444 1237 21 418 3 2 51 21 42 3 51 R T L U P U R Eastbound St. [W] Total 86 86 In 56 56 Out 3 3 21 21 L 28 28 R 7 7 T Peak Hour Data 3/18/214 8: AM Ending At 3/18/214 9: AM All Vehicles Bicycles on Road Pedestrians T L U 1 1 24 1 25 1 1 24 24 Out In Total Westbound St. [E] 82 82 P 18 18 P U L T R P 9 768 14 4 23 9 772 14 23 446 791 1237 3 4 7 449 795 1244 Out In Total Northbound St. [S] Turning Movement Peak Hour Data Plot (8: AM)

City of Ottawa 11 Laurier Ave West Ottawa, Ontario, Canada K1P 1J1 613-58-2424 Ibrahim.Conteh@ottawa.ca Count Name: 594522-Bank and Holmwood-Mar 18 Site Code: Start Date: 3/18/214 Page No: 9 Southbound St. [N] Out In Total 48 723 123 4 4 48 727 127 2 692 11 4 73 2 696 11 73 R T L U P U R Eastbound St. [W] Total 8 8 In 55 55 Out 25 25 18 18 L 3 3 R 7 7 T Peak Hour Data 3/18/214 3:45 PM Ending At 3/18/214 4:45 PM All Vehicles Bicycles on Road Pedestrians T L U 48 48 48 48 Out In Total Westbound St. [E] 159 159 P 58 58 P U L T R P 5 462 3 29 5 462 3 29 722 497 1219 4 4 726 497 1223 Out In Total Northbound St. [S] Turning Movement Peak Hour Data Plot (3:45 PM)

Appendix B SYNCHRO Capacity Analysis: Existing Conditions

Existing PM 1: Bank & Fifth Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 39 26 63 22 16 517 2 17 536 Lane Group Flow (vph) 84 66 44 561 21 596 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 Minimum Split (s) 23.7 23.7 23.7 23.7 25.2 25.2 25.2 25.2 25.2 Total Split (s) 24. 24. 24. 24. 51. 51. 51. 51. 51. Total Split (%) 32.% 32.% 32.% 32.% 68.% 68.% 68.% 68.% 68.% Yellow Time (s) 3. 3. 3. 3. 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.7 2.7 2.7 2.7 1.9 1.9 1.9 1.9 1.9 Lost Time Adjust (s)...... Total Lost Time (s) 5.7 5.7 5.7 5.2 5.2 5.2 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 18.3 18.3 18.3 45.8 45.8 45.8 Actuated g/c Ratio.24.24.24.61.61.61 v/c Ratio.26.24.12.59.3.34 Control Delay 21.9 25.6 15.2 22.9 5.6 7.8 Queue Delay...... Total Delay 21.9 25.6 15.2 22.9 5.6 7.8 LOS C C B C A A Approach Delay 21.9 21.4 22.2 7.8 Approach LOS C C C A Queue Length 5th (m) 7.8 7.5 2.5 69.4. 19.2 Queue Length 95th (m) 18.8 17.5 9.9 11.1 3.6 27.8 Internal Link Dist (m) 41.5 77.1 57.2 5.1 Turn Bay Length (m) 45. 15. Base Capacity (vph) 322 274 361 958 766 1732 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.26.24.12.59.3.34 Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 47 (63%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 6 Control Type: Pretimed Maximum v/c Ratio:.59 Intersection Signal Delay: 15.9 Intersection Capacity Utilization 71.1% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 1: Bank & Fifth Delcan Synchro 8 - Report

Existing PM 4: Bank & Holmwood Lane Group EBT NBL NBT SBL SBT Lane Configurations Volume (vph) 7 5 462 11 692 Lane Group Flow (vph) 58 523 761 Turn Type NA Perm NA Perm NA Protected Phases 4 2 6 Permitted Phases 2 6 Minimum Split (s) 25.7 22.1 22.1 22.1 22.1 Total Split (s) 26. 49. 49. 49. 49. Total Split (%) 34.7% 65.3% 65.3% 65.3% 65.3% Yellow Time (s) 3. 3.3 3.3 3.3 3.3 All-Red Time (s) 2.7 1.8 1.8 1.8 1.8 Lost Time Adjust (s)... Total Lost Time (s) 5.7 5.1 5.1 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 2.3 43.9 43.9 Actuated g/c Ratio.27.59.59 v/c Ratio.15.31.46 Control Delay 13. 8.3 9.1 Queue Delay... Total Delay 13. 8.3 9.1 LOS B A A Approach Delay 13. 8.3 9.1 Approach LOS B A A Queue Length 5th (m) 2.7 17.3 33.9 Queue Length 95th (m) 11. 25.4 51.1 Internal Link Dist (m) 4.1 65.1 25.6 Turn Bay Length (m) Base Capacity (vph) 392 1669 1666 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.15.31.46 Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 74 (99%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 5 Control Type: Pretimed Maximum v/c Ratio:.46 Intersection Signal Delay: 8.9 Intersection Capacity Utilization 58.2% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service B Splits and Phases: 4: Bank & Holmwood Delcan Synchro 8 - Report

Existing PM 2: Bank & Thornton/Regent Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 12 15 551 17 16 76 12 Sign Control Stop Stop Free Free Grade % % % % Peak Hour Factor.95.95.95.95.95.95.95.95.95.95.95.95 Hourly flow rate (vph) 2 13 16 58 18 17 743 13 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 134 81 px, platoon unblocked.91.91.92.91.91.88.92.88 vc, conflicting volume 144 1413 378 138 141 589 756 598 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 185 195 164 686 192 461 572 472 tc, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tc, 2 stage (s) tf (s) 3.5 4. 3.3 3.5 4. 3.3 2.2 2.2 p queue free % 99 1 98 1 1 1 98 98 cm capacity (veh/h) 152 188 788 293 188 48 921 953 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 15 614 388 384 Volume Left 2 16 17 Volume Right 13 18 13 csh 494 921 953 17 Volume to Capacity.3.2.2.23 Queue Length 95th (m).7.4.4. Control Delay (s) 12.5.5.6. Lane LOS B A A Approach Delay (s) 12.5.5.3 Approach LOS B Intersection Summary Average Delay.5 Intersection Capacity Utilization 59.4% ICU Level of Service B Analysis Period (min) 15 Delcan Synchro 8 - Report

Existing PM 5: Monk & Fifth Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 8 1 2 65 2 4 Sign Control Free Free Stop Grade % % % Peak Hour Factor.95.95.95.95.95.95 Hourly flow rate (vph) 84 11 21 68 21 42 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 66 px, platoon unblocked vc, conflicting volume 95 2 89 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 95 2 89 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 99 97 96 cm capacity (veh/h) 1499 778 968 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 95 89 63 Volume Left 21 21 Volume Right 11 42 csh 17 1499 895 Volume to Capacity.6.1.7 Queue Length 95th (m)..3 1.7 Control Delay (s). 1.8 9.3 Lane LOS A A Approach Delay (s). 1.8 9.3 Approach LOS A Intersection Summary Average Delay 3. Intersection Capacity Utilization 21.9% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

Existing PM 8: Monk & Holmwood Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) 1 25 1 5 35 5 18 4 4 15 1 2 Peak Hour Factor.95.95.95.95.95.95.95.95.95.95.95.95 Hourly flow rate (vph) 11 26 11 5 37 5 19 42 42 16 11 2 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) 47 47 13 28 Volume Left (vph) 11 5 19 16 Volume Right (vph) 11 5 42 2 Hadj (s) -.5 -.1 -.17.1 Departure Headway (s) 4.2 4.2 4. 4.3 Degree Utilization, x.5.6.11.3 Capacity (veh/h) 83 823 878 81 Control Delay (s) 7.4 7.5 7.5 7.5 Approach Delay (s) 7.4 7.5 7.5 7.5 Approach LOS A A A A Intersection Summary Delay 7.5 Level of Service A Intersection Capacity Utilization 17.2% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

Appendix C Landsdowne Park Redevelopment Traffic

Study Area Intersections Lansdowne Site-Generated Traffic Volumes Afternoon Peak Hour

Appendix D SYNCHRO Capacity Analysis: Projected Conditions

Projected PM 1: Bank & Fifth Lane Group EBL EBT WBL WBT NBL NBT NBR SBL SBT Lane Configurations Volume (vph) 96 34 75 29 37 537 65 17 62 Lane Group Flow (vph) 176 79 55 64 68 678 Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 Minimum Split (s) 23.7 23.7 23.7 23.7 25.2 25.2 25.2 25.2 25.2 Total Split (s) 24. 24. 24. 24. 46. 46. 46. 46. 46. Total Split (%) 34.3% 34.3% 34.3% 34.3% 65.7% 65.7% 65.7% 65.7% 65.7% Yellow Time (s) 3. 3. 3. 3. 3.3 3.3 3.3 3.3 3.3 All-Red Time (s) 2.7 2.7 2.7 2.7 1.9 1.9 1.9 1.9 1.9 Lost Time Adjust (s)...... Total Lost Time (s) 5.7 5.7 5.7 5.2 5.2 5.2 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 18.3 18.3 18.3 4.8 4.8 4.8 Actuated g/c Ratio.26.26.26.58.58.58 v/c Ratio.52.28.13.69.8.41 Control Delay 26. 24. 14.1 15.5 3.6 8.8 Queue Delay...... Total Delay 26. 24. 14.1 15.5 3.6 8.8 LOS C C B B A A Approach Delay 26. 19.9 14.3 8.8 Approach LOS C B B A Queue Length 5th (m) 17.3 8.2 3.1 49.7 1.3 22.5 Queue Length 95th (m) 35.4 19. 1.8 85.4 5.7 32.8 Internal Link Dist (m) 41.5 77.1 57.2 5.1 Turn Bay Length (m) 45. 15. Base Capacity (vph) 337 279 41 872 813 1657 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.52.28.13.69.8.41 Intersection Summary Cycle Length: 7 Actuated Cycle Length: 7 Offset: 33 (47%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 6 Control Type: Pretimed Maximum v/c Ratio:.69 Intersection Signal Delay: 13.8 Intersection Capacity Utilization 87.6% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service E Splits and Phases: 1: Bank & Fifth Delcan Synchro 8 - Report

Projected PM 4: Bank & Holmwood Lane Group EBT NBL NBT SBL SBT Lane Configurations Volume (vph) 7 45 561 33 734 Lane Group Flow (vph) 118 681 829 Turn Type NA Perm NA Perm NA Protected Phases 4 2 6 Permitted Phases 2 6 Minimum Split (s) 25.7 22.1 22.1 22.1 22.1 Total Split (s) 26. 49. 49. 49. 49. Total Split (%) 34.7% 65.3% 65.3% 65.3% 65.3% Yellow Time (s) 3. 3.3 3.3 3.3 3.3 All-Red Time (s) 2.7 1.8 1.8 1.8 1.8 Lost Time Adjust (s)... Total Lost Time (s) 5.7 5.1 5.1 Lead/Lag Lead-Lag Optimize? Act Effct Green (s) 2.3 43.9 43.9 Actuated g/c Ratio.27.59.59 v/c Ratio.27.46.52 Control Delay 9.4 9.8 1.7 Queue Delay... Total Delay 9.4 9.8 1.7 LOS A A B Approach Delay 9.4 9.8 1.7 Approach LOS A A B Queue Length 5th (m) 2.7 25.2 33. Queue Length 95th (m) 14.3 36.7 46.6 Internal Link Dist (m) 4.1 65.1 19.7 Turn Bay Length (m) Base Capacity (vph) 431 1491 1594 Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio.27.46.52 Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 74 (99%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Pretimed Maximum v/c Ratio:.52 Intersection Signal Delay: 1.2 Intersection Capacity Utilization 77.3% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Splits and Phases: 4: Bank & Holmwood Delcan Synchro 8 - Report

Projected PM 2: Bank & Thornton/Regent Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) 2 24 21 637 17 16 763 55 Sign Control Stop Stop Free Free Grade % % % % Peak Hour Factor.95.95.95.95.95.95.95.95.95.95.95.95 Hourly flow rate (vph) 2 25 22 671 18 17 83 58 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 134 81 px, platoon unblocked.89.89.9.89.89.84.9.84 vc, conflicting volume 1589 1598 431 1184 1618 679 861 688 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 1183 1193 149 725 1215 519 627 53 tc, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tc, 2 stage (s) tf (s) 3.5 4. 3.3 3.5 4. 3.3 2.2 2.2 p queue free % 98 1 97 1 1 1 97 98 cm capacity (veh/h) 124 157 785 259 152 42 857 865 Direction, Lane # EB 1 NB 1 SB 1 SB 2 Volume Total 27 711 418 459 Volume Left 2 22 17 Volume Right 25 18 58 csh 557 857 865 17 Volume to Capacity.5.3.2.27 Queue Length 95th (m) 1.2.6.5. Control Delay (s) 11.8.7.6. Lane LOS B A A Approach Delay (s) 11.8.7.3 Approach LOS B Intersection Summary Average Delay.7 Intersection Capacity Utilization 7.5% ICU Level of Service C Analysis Period (min) 15 Delcan Synchro 8 - Report

Projected PM 5: Monk & Fifth Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) 12 16 38 87 29 15 Sign Control Free Free Stop Grade % % % Peak Hour Factor.95.95.95.95.95.95 Hourly flow rate (vph) 17 17 4 92 31 111 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 66 px, platoon unblocked vc, conflicting volume 124 287 116 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 124 287 116 tc, single (s) 4.1 6.4 6.2 tc, 2 stage (s) tf (s) 2.2 3.5 3.3 p queue free % 97 96 88 cm capacity (veh/h) 1463 684 937 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 124 132 141 Volume Left 4 31 Volume Right 17 111 csh 17 1463 867 Volume to Capacity.7.3.16 Queue Length 95th (m)..6 4.4 Control Delay (s). 2.4 1. Lane LOS A A Approach Delay (s). 2.4 1. Approach LOS A Intersection Summary Average Delay 4.3 Intersection Capacity Utilization 28.9% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report