APARTMENT BUILDING DEVELOPMENT 1161 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION IMPACT STUDY. Prepared for:

APARTMENT BUILDING DEVELOPMENT 1161 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION IMPACT STUDY Prepared for: 1649362 Ontario Inc. c/o Manor Park Management 231 Brittany Drive, Suite D Ottawa ON K1K 0R8 July 13, 2016 115-624 Report_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) 692-8662 - Fax (613) 692-1945

TABLE OF CONTENTS PAGE 1. INTRODUCTION... 1 1.1 Scope of Work... 1 2. EXISTING ROADWAY NETWORK... 3 3. PROPOSED DEVELOPMENT... 4 3.1 Trip Generation... 7 3.2 Trip Distribution... 7 4. TRANSPORTATION IMPACT... 8 4.1 Background Traffic Volumes... 10 4.2 Total Traffic Volumes... 11 4.3 Traffic Analysis... 11 4.4 Site Circulation... 20 4.5 Transportation Demand Management (TDM)... 20 5. FINDINGS AND RECOMMENDATIONS... 21 APPENDIX... 23 LIST OF FIGURES 1.1 SITE LOCATION PLAN... 2 2.1 EXISTING PEAK AM AND PM HOUR TRAFFIC COUNTS... 5 3.1 CONCEPTUAL SITE PLAN... 6 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS... 9 4.1 YEAR 2020 PEAK AM AND PM HOUR BACKGROUND TRAFFIC... 12 4.2 YEAR 2025 PEAK AM AND PM HOUR BACKGROUND TRAFFIC... 13 4.3 YEAR 2020 PEAK AM AND PM HOUR TOTAL TRAFFIC... 14 4.4 YEAR 2025 PEAK AM AND PM HOUR TOTAL TRAFFIC... 15 4.5 RECOMMENDED ROADWAY MODIFICATIONS Site Access (CTC)/Heron... 17 LIST OF TABLES 3.1 TRIP GENERATION RATES... 7 3.2 PEAK HOUR SITE TRIPS GENERATED... 8 4.1 SITE ACCESS (CTC ACCESS)/HERON ROAD - LoS & Volume to Capacity (v/c)... 16 4.2 CECIL AVENUE/BANK STREET - LoS & Delay... 18 4.3 HERON ROAD/BANK STREET - LoS & Volume to Capacity (v/c)... 19

1. INTRODUCTION APARTMENT BUILDING DEVELOPMENT 1161 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION IMPACT STUDY A Site Plan has been prepared for the development of a parcel of land along the north side of Heron Road approximately 155 m west of Bank Street. The land is 1.233 ha in size with a municipal address of 1161 Heron Road. The owner of the property, Manor Park Management, has proposed to development the land by constructing residential apartments. The development will consist of 343 rental units in two 4 to 16 storey apartment buildings. The plan provides 403 parking spaces in an underground garage with 8 surface parking spaces for visitors. The site will have one access onto Heron Road and one access onto Cecil Avenue adjacent to the north property line of the site. The site will also have two access points for truck loading. The development is expected to be completed and substantially occupied by the year 2020. The location of the site is shown in Figure 1.1. The developer of the lands has retained the firm of D. J. Halpenny & Associates Ltd. to prepare a traffic study report in support of the Site Plan Control Application for the land. The study will address the impact of site related trips on the adjacent roads at the completion of the development. The study will determine the operation of the site accesses and adjacent intersections, and recommend modifications if required due to the development of the site. 1.1 Scope of Work The scope of the traffic study is to examine the operation of the site accesses and adjacent intersections which may be impacted by the traffic generated by the development. The number of new site generated trips would trigger the requirement of a as documented in the City of Ottawa Transportation Impact Assessment Guidelines, 2006. The report will address the operation of the site access onto Heron Road (existing Canadian Tire store access), and the Heron/Bank and Cecil/Bank intersections. The study will not be examining the site access onto Cecil Avenue since the volume of traffic along Cecil Avenue is very low, but will determine the operation of the Cecil/Bank intersection due to the impact of the site generated trips. The traffic analysis will be completed for the Site Access (Canadian Tire)/Heron, Heron/Bank, and Cecil/Bank intersections for the existing traffic counts, for the expected traffic at the year 2020 when the site is completed, and at the year 2025 which represents five years beyond completion of the site. The time period for the study was taken as the weekday peak AM and PM hours of the adjacent streets which is when both the residential apartment development and the background traffic volumes on the adjacent streets would be the highest.

2 FIGURE 1.1 SITE LOCATION PLAN

3 2. EXISTING ROADWAY NETWORK The site is located along the north side of Heron Road. Heron Road is an east-west roadway designated as an arterial road in the City of Ottawa Transportation Master Plan. The road has a four lane divided cross section with a posted speed limit of 50 km./h. The speed limit increases to 60 km./h. at approximately the west property limit of the site. There is a westbound abandoned bus bay in front of the site, but the location of the westbound bus stop is not within the bus bay and is not used by OC Transpo buses. There are no cycling lanes on Heron Road in the vicinity of the site. Parking is prohibited along both sides of Heron Road. Pedestrian sidewalks exist along both sides of Heron Road. The north limit of the site fronts onto Cecil Avenue, a two lane local street with a rural cross section. Cecil Avenue is approximately 160 metres in length, and dead ends at approximately the west limit of the proposed site. There are two small commercial buildings along the north side of Cecil Avenue, a Shoppers Drug Mart at the southwest corner of Cecil Avenue and Bank Street, and a Bank of Montreal at the northwest corner. The Shoppers Drug Mart has access points onto both Cecil Avenue and Bank Street, and the Bank of Montreal onto Cecil Avenue. The roadway has an unposted speed limit of 50 km./h., with no pedestrian sidewalks. Bank Street in the vicinity of Cecil Avenue is a four lane undivided roadway with a shared northbound and southbound centreline left turn lane. Bank Street has a posted speed limit of 50 km./h., with no cycling lanes. Pedestrian sidewalks exist along both sides of the roadway. The intersection of Heron Road and the access to the Canadian Tire (CTC) store is a two phase signalized intersection. The north approach to the intersection will form the Heron Road access to the proposed residential development. The intersection currently has a westbound Heron Road left turn lane into the CTC site which contains approximately 25 metres of vehicular storage. There is a median cut approximately 35 metres west of the intersection which served as a railway crossing, but has since been abandoned. Traffic signs at the median cut prohibit U Turns in both the eastbound and westbound directions along Heron Road. The intersection of Cecil Avenue and Bank Street is an unsignalized T intersection controlled by a stop sign at the eastbound Cecil Avenue approach. The northbound Bank Street approach comprises of two northbound through lanes, and a shared northbound/southbound centreline left turn lane. The southbound Bank Street approach comprises of one southbound through lane, and a shared southbound through/right turn lane. The eastbound Cecil Avenue approach comprises of one shared left/right turn lane. The Heron/Bank intersection is controlled by traffic signals with Bank Street forming the northbound and southbound approaches, and Heron Road the eastbound and westbound approaches. The intersection has signs prohibiting U Turns at the northbound and southbound Bank Street approaches, and eastbound Heron Road approach. The intersection has the following lane configuration:

4 Northbound Bank Street - 2 left turn lanes 1 through lane 1 shared through/right lane (channelized right) Southbound Bank Street - 1 left turn lane 1 through lane 1 shared through/right lane (channelized right) Eastbound Heron Road - 1 left turn lane 2 through lanes 1 right turn lane (channelized) Westbound Heron Road - 1 left turn lane 2 through lanes 1 right turn lane Figure 2.1 shows the existing traffic volumes for the weekday peak AM and PM hours taken by City of Ottawa staff on August 3, 2012 at the intersection of Heron Road and the access to the CTC store, and at the intersection of Bank Street and Heron Road on May 15, 2014. The peak hour counts at the CTC/Heron intersection is provided in the Appendix as Exhibit 1, and at the Heron/Bank intersection as Exhibit 2. Counts at the Cecil Avenue and Bank Street intersection were taken by the consultant (D. J. Halpenny & Associates Ltd.) on November 9, 2015 with the Bank Street traffic balanced with the Heron/Bank intersection. 3. PROPOSED DEVELOPMENT The residential apartment development at 1161 Heron Road is located along the north side of Heron Road approximately 155 m west of Bank Street. The development property is currently vacant and 1.233 ha in size. The property is zoned Arterial Mainstreet Subzone 8 (Bank Street Subzone) AM8 which will support the proposed development. Development in the area consists mainly of commercial uses with the Canadian Tire (CTC) store on Heron Road across from the site and commercial along Bank Street. West of the site on Heron Road the land use is mainly residential. The development is expected to be completed and substantially occupied by the year 2020. The Site Plan proposes a rental apartment development which will consist of two buildings. The apartment buildings will contain a total of 343 rental apartment units. Access to the site will be from an interior road which will connect to both Heron Road and Cecil Avenue. The interior road will provide one main access to a parking garage which will be utilized by both apartment buildings. The parking garage will provide 403 vehicular parking spaces and storage for 314 bicycles. The development would also provide 5 surface visitor parking spaces and 3 layby spaces, and two outside bike racks for the storage of 8 bicycles. Each of the two apartment buildings will have a secondary access to a loading area for trucks, with one access onto Heron Road and a second access onto Cecil Avenue. Figure 3.1 provides a conceptual site plan of the development.

5 FIGURE 2.1 EXISTING PEAK AM AND PM HOUR TRAFFIC COUNTS

6 FIGURE 3.1 CONCEPTUAL SITE PLAN

7 3.1 Trip Generation The will examine the trips from the proposed high-rise apartment building. The trips were determined utilizing the statistical data published in the Institute of Transportation Engineers (ITE) document, Trip Generation, 9 th Edition. The trip generation analysis used the trip rates for a High-Rise Apartment land use, ITE Land Use Code 222. Table 3.1 presents the average trip rates during the weekday peak AM and PM hour time period for a high-rise apartment building. TABLE 3.1 TRIP GENERATION RATES LAND USE TRIP GENERATION RATE Peak AM Hr. Peak PM Hr. High-Rise Apartment (ITE Land Use 222) 0.30 T/Unit 0.35 T/Unit The determination of the number of site generated trips utilized the trip rates of Table 3.1 and the proportion of trips entering and exiting the site as documented in the ITE manual. The City of Ottawa Transportation Master Plan 2013 has identified the 2011 peak morning period as having a transit share of 22.4%, with a share expected at 26.0% by the year 2031. The surrounding area of the proposed apartment buildings is well serviced by transit with Route #112 travelling along Heron Road past the site, Route #1 along Bank Street, and the Heron Transitway station and Confederation O - Train station located a couple of blocks west of the site. The City of Ottawa Official Plan Schedule D (Rapid Transit Network) indicates that Heron Road is planned as a future bus intensive Transit route past the site with a bus transit station planned at the intersection of Heron Road and Bank Street. With the current level of transit service and the planned service in the future, the analysis has applied a 30 percent transit share reduction to the site generated trips to account for shared trips with public transit. Table 3.2 shows the expected number of weekday peak AM and PM hour site generated trips for the apartment building development. 3.2 Trip Distribution The distribution of site generated trips was determined by examining the distribution of existing traffic during the weekday peak AM and PM hours at the intersection of Heron Road and Bank Street. The background traffic volumes would best represent the origin/destination of peak hour commuter traffic.

8 TABLE 3.2 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT 343 Apartment Units 103 26 (25%) 77 (75%) 120 73 (61%) 47 (39%) 30% Transit Share Reduction -31-8 -23-36 -22-14 TOTAL SITE TRIPS 72 18 54 84 51 33 Below is the distribution of site trips from the apartment building development which was applied in the study analysis. 25 % to/from the north 15 % to/from the south 20 % to/from the east 40 % to/from the west The above distribution of site generated trips was used to distribute the trips of Table 3.2 onto Heron Road, Bank Street, and Cecil Avenue during both the peak AM and PM hours. Since the internal road through the site connects to both Heron Road and Cecil Avenue, the site trips were distributed to the shortest and most convenient route for each direction. The distribution does recognize the difficulty in making the eastbound Cecil Avenue left turn movement to travel north along Bank Street during peak hours, and has assigned 50 percent of the trips to eastbound Heron Road turning left to northbound Bank Street. Figure 3.2 shows the expected distribution of site generated trips for the weekday peak AM and PM hours. 4. TRANSPORTATION IMPACT The study will examine the operation of the site access and adjacent intersections which would be impacted by the expected peak hour traffic from the development. The intersections examined in the study will comprise of the following intersections: 1) Site Access (CTC access)/heron Road 2) Cecil Avenue/Bank Street 3) Bank Street/Heron Road

9 FIGURE 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS

10 The analysis will use the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the Highway Capacity Manual 2010. The analysis examined the intersections for the existing traffic counts, at build out in 2020, and in 2025 which represents five years beyond the completion of the development. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. For a signalized intersection, the operation or level of service of an intersection is determined from the volume to capacity ratio (v/c) for each lane movement as documented by the City of Ottawa in the Assessment Guidelines, October 2006. The following relates the level of service with the volume to capacity ratio at each lane movement. LEVEL OF SERVICE VOLUME TO CAPACITY RATIO Level of Service A 0 to 0.60 Level of Service B 0.61 to 0.70 Level of Service C 0.71 to 0.80 Level of Service D 0.81 to 0.90 Level of Service E 0.91 to 1.00 Level of Service F > 1.00 4.1 Background Traffic Volumes The volume of background traffic for the years 2020 and 2025 was determined from examination of historical traffic counts at the Heron Road and Bank Street intersection which were taken on June 7, 1996, July 4, 2001 and May 15, 2014. The total Annual Average Daily Traffic (AADT) counts at all approaches to the intersection were examined and it was determined that traffic growth from 1996 to 2014 increased at an annual compounded rate of 0.35 percent, and between 2001 and 2014 the traffic increased at 0.36 percent. To determine the 2020 and 2025 background traffic volumes, the analysis has utilized a 1.0 percent annual compounded increase which was applied to all approaches at the Heron/Bank intersection for the year 2014 traffic.

11 The existing traffic to the Canadian Tire (CTC) store and traffic along Cecil Avenue were not adjusted and were assumed to not increase over time since no new development is anticipated. Traffic at the Cecil/Bank and Site Access (CTC)/Heron intersections were balanced with the traffic at the Heron/Bank intersection. The following presents the growth factors which were applied to the 2014 traffic at the Heron/Bank intersection to determine the 2020 and 2025 background traffic. To 2020 To 2025 2014 Traffic Counts at 1% annual growth 1.062 1.116 Figure 4.1 shows the expected 2020 background traffic volumes (excluding proposed site trips) on the adjacent roadways, and Figure 4.2 the 2025 background traffic. 4.2 Total Traffic Volumes The total expected 2020 and 2025 weekday peak AM and PM hour traffic volumes were determined by the addition of the expected site trips from the proposed development which are shown in Figure 3.2, and the 2020 and 2025 background traffic shown in Figures 4.1 and 4.2 respectively. The results are the expected total traffic volumes which will be examined in the study. The 2020 total traffic is shown in Figure 4.3 and the 2025 total traffic in Figure 4.4. 4.3 Traffic Analysis The traffic study has examined the operation of the site s main access onto Heron Road at the access to the existing CTC store. The site has a secondary access onto Cecil Avenue and the study has analyzed the operation of the intersection of Cecil Avenue and Bank Street. The Heron/Bank intersection which is located approximately 155 m east of the site will also be examined in the study analysis. The analysis periods would be for the existing traffic counts, the year 2020 when build out of the development is expected, and at the year 2025 which represents five years beyond build out of the apartment building development. The time period for the analysis would be the weekday peak AM and PM hours of the adjacent roads. The results of the analysis are discussed in detail in the following sections: Site Access (Canadian Tire Access) and Heron Road Intersection The main access to the proposed apartment building site would be from Heron Road at the CTC store access. Currently the intersection is a T intersection with Heron Road forming the eastbound and westbound approaches, and the CTC store access forming the northbound approach. The site access will form the southbound approach which will be 6.0 m in width and will provide a shared left/through/right turning movement. Utilizing the 2012 traffic counts and the signal timing plan which was obtained from the City of Ottawa, the intersection was determined to function at an overall Level of Service (LoS) A during both the peak AM and PM hours. The analysis sheets are provided in the Appendix as

12 FIGURE 4.1 YEAR 2020 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

13 FIGURE 4.2 YEAR 2025 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

14 FIGURE 4.3 YEAR 2020 PEAK AM AND PM HOUR TOTAL TRAFFIC

15 FIGURE 4.4 YEAR 2025 PEAK AM AND PM HOUR TOTAL TRAFFIC

16 Exhibit 3 for the peak AM hour and Exhibit 4 for the peak PM hour. A summary of the operation of the intersection is provided in Table 4.1. TABLE 4.1 SITE ACCESS (CTC ACCESS)/HERON ROAD LoS & Volume to Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HR. YEAR 2012 2020 (2025) WEEKDAY PEAK PM HR. YEAR 2012 2020 (2025) LoS v/c LoS v/c EB Left Heron Road * - A (A) - 0.05 (0.06) - A (A) - 0.09 (0.10) EB Through/ Heron Road A A (A) 0.390.54 (0.57) A C (C) 0.540.75 (0.78) WB Left Heron Road A A (A) 0.080.11 (0.11) A B (C) 0.400.67 (0.73) WB Through/ Heron Road * A D (D) 0.510.81 (0.85) A A (B) 0.460.60 (0.63) NB Left/Through CTC Access A A (A) 0.150.21 (0.21) A A (A) 0.180.22 (0.22) SB Left/Through/ Site Access * - A (A) - 0.16 (0.16) - A (A) - 0.09 (0.09) Total Intersection A B (C) 0.430.68 (0.71) A B (B) 0.460.63 (0.66) * For the 2012 traffic counts the existing intersection geometry is a T intersection with no southbound approach or eastbound left turn and westbound right turn movements. The expected volume of traffic at the years 2020 and 2025 would include the trips from the proposed apartment building site. The site access would form the southbound approach to Heron Road. An eastbound Heron Road left turn lane is recommended and was incorporated into the operational analysis due to the high volume of through traffic along Heron Road. The westbound Heron Road approach would comprise of a shared through/right lane movement into the site and an existing exclusive left turn lane into the CTC site. The existing abandoned bus bay on the north side of Heron Road adjacent to the site would be removed. Figure 4.5 shows the recommended intersection modifications. The operational analysis for the 2020 traffic determined that the intersection would operate at a LoS B during both the peak AM and PM hours. The analysis made slight adjustment to the existing signal timing plan but retained the 110 second peak AM hour and 120 second peak PM hour signal cycle. The through traffic along Heron Road was balanced with the 2020 traffic at the Heron/Bank intersection. Exhibit 5 and Exhibit 6 provide the operational analysis sheets with a summary of the analysis shown in Table 4.1. For the expected 2025 traffic, the intersection would operate at a LoS C during the peak AM hour and LoS B during the peak PM hour with the analysis sheets provided as Exhibit 7 and Exhibit 8 with the summary of the intersection operation shown in Table 4.1.

17 FIGURE 4.5 RECOMMENDED ROADWAY MODIFCATIONS Site Access (CTC)/Heron

18 The recommended roadway modifications required due to the development of the site are shown in Figure 4.5 and would consist of an eastbound Heron Road left turn lane providing 40 m of vehicular storage with a 50 m taper, the removal of the abandoned bus bay along the north side of Heron Road adjacent to the site, and modifications to the traffic signals. Cecil Avenue and Bank Street Intersection The site proposes a secondary access onto Cecil Avenue approximately 84 m west of the Cecil/Bank intersection. With little traffic along Cecil Avenue, the study has examined the impact of the site traffic from the Cecil Avenue access on the operation of the Cecil/Bank intersection. The Cecil/Bank intersection is a T intersection with Bank Street forming the northbound and southbound approaches and Cecil Avenue the eastbound stop controlled approach. The eastbound Cecil Avenue approach would consist of one lane providing shared left and right turning movements, and the northbound Bank Street approach would have an exclusive left turn lane onto Cecil Avenue. For the traffic analysis the volume of through traffic along Bank Street was balanced with the traffic at the Heron/Bank intersection. The operational analysis using the 2015 traffic determined that during the peak AM hour the northbound Bank Street left turn movement would function at a LoS A and eastbound Cecil Avenue approach at a LoS B. During the peak PM hour the northbound left turn lane would function at a LoS B and eastbound approach at a LoS C. It was observed during the peak PM hour traffic counts (November 9, 2015) that the queuing at the southbound approach to the Heron/Bank intersection located approximately 135 m south of Cecil Avenue would periodically extend past Cecil Avenue which would block any eastbound left turn movements from Cecil Avenue. The counts observed a maximum queue at the eastbound approach to be 1 vehicle during the peak AM hour and 3 vehicles during the peak PM hour due to the queuing along Bank Street. The queuing would clear every cycle of the Heron/Bank traffic signals. The operational analysis sheets are provided as Exhibit 9 and Exhibit 10, with the summary of the analysis shown in Table 4.2. TABLE 4.2 CECIL AVENUE/BANK STREET LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR 2015 2020 (2025) WEEKDAY PEAK PM HR. YEAR 2015 2020 (2025) LoS Delay (sec.) LoS Delay (sec.) NB Left Bank Street A A (A) 8.5 8.7 (8.8) B B (B) 12.2 13.0 (13.7) EB Left/ Cecil Avenue B B (B) 11.7 12.8 (13.2) C C (C) 15.8 18.2 (19.5) Examination of the intersection operation during the 2020 and 2025 traffic periods determined that the intersection would continue to operate at the same level of service with the northbound left turn movement functioning at a LoS A and eastbound approach at a LoS B during the peak AM hour, and during the peak PM hour the northbound left turn movement functioning at a

19 LoS B and eastbound approach at a LoS C. The 95 th percentile queue for the 2025 volume of traffic was determined to be 0.32 vehicles at the northbound left turn movement and 0.82 vehicles at the eastbound Cecil Avenue approach. As previously mentioned, the eastbound Cecil Avenue approach would experience an increased queue due to the periodic blocking of the intersection by vehicular queuing from the Heron/Bank intersection. The analysis sheets are provided as Exhibits 11 and 12 for the 2020 traffic and Exhibits 13 and 14 for the 2025 traffic. A summary of the operation of the intersection is shown in Table 4.2. The proposed development would not trigger any requirement for intersection modifications. Heron Road and Bank Street Intersection The intersection of Heron Road and Bank Street is currently controlled by traffic signals with Heron Road forming the eastbound and westbound approaches and Bank Street the northbound and southbound approaches. Utilizing the 2014 traffic counts and the existing intersection geometry and traffic signal timing plan, the intersection was determined to operate at a LoS D during the peak AM hour and a LoS E during the peak PM hour. Exhibit 15 provides the analysis sheet for the peak AM hour and Exhibit 16 the peak PM hour. Table 4.3 summarizes the operation of the intersection. TABLE 4.3 HERON ROAD/BANK STREET LoS & Volume to Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HR. YEAR 2014 2020 (2025) WEEKDAY PEAK PM HR. YEAR 2014 2020 (2025) LoS v/c LoS v/c EB Left Heron Road E E (E) 0.970.95 (1.00) D E (E) 0.870.98 (0.98) EB Through Heron Road A A (A) 0.490.52 (0.54) C C (C) 0.780.77 (0.79) WB Left Heron Road A A (A) 0.290.33 (0.36) C C (D) 0.740.76 (0.84) WB Through Heron Road F F (F) 1.031.10 (1.16) F E (F) 1.060.99 (1.02) WB Heron Road A A (A) 0.200.22 (0.25) A A (A) 0.17 0.17 (0.18) NB Left Bank Street C B (C) 0.720.70 (0.74) A B (D) 0.550.65 (0.88) NB Through Bank Street B C (D) 0.660.78 (0.82) B B (C) 0.610.67 (0.73) SB Left Bank Street E C (D) 0.930.76 (0.81) D E (F) 0.810.98 (1.03) SB Through Bank Street A B (B) 0.470.62 (0.65) E F (F) 0.941.03 (1.13) Total Intersection D E (E) 0.870.94 (0.94) E E (F) 0.970.98 (1.04)

20 As the background traffic increases to the year 2020, the intersection was determined to operate at a LoS E during both the peak AM and PM hours. The timing of the traffic signals was adjusted to optimize the movement of traffic, but the signal cycle length was maintained at 120 seconds for the peak AM hour and 130 second for the peak PM hour. The operational analysis sheets are provided as Exhibit 17 for the peak AM hour and Exhibit 18 for the peak PM hour with a summary of the 2020 operation of the intersection shown in Table 4.3. At the year 2025 the operational analysis determined that the intersection would function at a LoS E during the peak AM hour and LoS F during the peak PM hour. The intersection would experience long delays at the approaches due to the increasing volume of background traffic. The traffic signal timing plan was adjusted with a peak AM cycle length of 120 seconds and peak PM cycle length of 125 seconds. Exhibit 19 provides the peak AM hour analysis and Exhibit 20 the peak PM hour analysis. The summary is shown in Table 4.3. The proposed development would not trigger any requirement for intersection modifications with the exception of adjustments to the traffic signal timing. 4.4 Site Circulation The Site Plan of the development shows an efficient circulation of traffic with an access point onto Heron Road at a signalized intersection and an access point onto Cecil Avenue. The clear throat length at each access is approximately 40 m which meets the suggested throat length as documented in the Transportation Association of Canada (TAC) guidelines, Geometric Design Guide for Canadian Roads. The two truck loading area accesses would experience a very low number of intermittent trips and was not examined in the study. The Heron Road truck access would be located approximately 39 m east of the site s main Heron Road access. The truck access would be restricted to right-in/right-out turning movements controlled by the median along Heron Road. The Cecil Avenue truck access is located approximately 22 m west of the site s Cecil Avenue access. Trucks would enter and exit from the Cecil/Bank intersection. The two apartment buildings share one large underground parking garage which has one access. The access provides the opportunity for residents to enter or exit at either Heron Road or Cecil Avenue depending on the destination of their trip or the convenience of the access. The site has an internal sidewalk connecting both buildings to the municipal sidewalk along Heron Road and to Cecil Avenue which connects to Bank Street. 4.5 Transportation Demand Management (TDM) The City of Ottawa is implementing Transportation Demand Management (TDM) measures as a plan to reduce peak hour traffic along the City s transportation network. The site comprises of two residential apartment buildings which can take advantage of all modes of transportation. The Site Plan does serve the principals of TDM by locating the site in close proximity to pedestrian, cycling and transit facilities. The following will list the facilities which would reduce the volumes of peak hour vehicular traffic:

21 1. The proposed apartment buildings are connected to the municipal sidewalk along Heron Road which provides access to the commercial and retail stores in the area, and also to the Heron Transitway Station. 2. The site is well served by transit with OC Transpo Route #112 traveling along Heron Road and Route #1 along Bank Street which provides access to the Billings Bridge Transitway Station and to the downtown area. The Heron Transitway Station and Confederation O - Train Station are also located a couple of blocks west of the site. The City of Ottawa Official Plan Schedule D (Rapid Transit Network) indicates that Heron Road is planned as a future bus intensive transit route past the site with a bus transit station planned at the intersection of Heron Road and Bank Street. 3. Heron Road and Bank Street are both identified as a Spine Route and Cross-town Bikeway route in the Primary Cycling Network as documented in the City of Ottawa Transportation Master Plan. The Site Plan provides storage on the first level of the parking garage for 314 bicycles, with two additional bike racks near the front entrance to the buildings which provides storage for 8 bicycles. 5. FINDINGS AND RECOMMENDATIONS A Site Plan has been prepared for the development of land at 1161 Heron Road. The development consists of two apartment buildings which would provide 343 rental apartment units. The site would have an access onto Heron Road forming the southbound approach to the existing CTC store access, and a second access onto Cecil Avenue at the north limit of the site. The development will have one underground parking garage. The has examined the operation of the Site Access (CTC)/Heron, Cecil/Bank, and Heron/Bank intersections. The analysis was completed for the existing traffic counts, for the expected 2020 traffic at build out of the development, and at the year 2025 which represents five years beyond build out. The time period of the analysis would be the weekday peak AM and PM hour traffic of the adjacent roads. The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that the apartment development would generate 18 new trips entering and 54 trips exiting the site during the peak AM hour, and 51 new trips entering and 33 trips exiting the site during the peak PM hour. 2) The study analysis examined the future operation of the Site Access (CTC)/Heron, Cecil/Bank, and Heron/Bank intersections. The analysis determined that: a) The Site Access (CTC)/Heron would operate at an acceptable level of service with modifications to intersection consisting of an exclusive eastbound Heron Road left turn lane, the removal of the existing bus bay along the westbound Heron Road lane adjacent to the site, and adjustment to the traffic signal timing. b) The Cecil/Bank intersection would operate at an acceptable level of service. During the peak PM hour the queue at the southbound approach to the Heron/Bank

22 intersection may periodically extend past Cecil Avenue blocking access. The queue would clear every traffic signal cycle. There would be no requirement for modifications to the intersection. c) The Heron/Bank intersection would operate at a poor level of service in 2020 and 2025 due to the increasing background traffic. Adjustments to the signal timing would optimize the operation of the intersection. The volume of traffic may reduce in the future and the level of service increase as public transit is improved. There would be no requirement for modifications to the intersection due to the development of the 1161 Heron Road site. 3) The Site Plan provides one underground garage which would be shared by residents of both apartment buildings. The parking garage would provide 403 parking spaces with an additional 8 surface parking spaces. The development would also provide storage in the parking garage for 314 bicycles, with two surface bike racks located close to the building entrances which would provide an additional 8 storage spaces for bikes. 4) A Check List is provided in the Appendix as Exhibit 21. Prepared by: David J. Halpenny, M. Eng., P. Eng.

23 APPENDIX TRAFFIC COUNTS OPERATIONAL ANALYSIS WORK SHEETS

24 EXHIBIT 1 2012 PEAK AM HOUR TRAFFIC COUNT Site Access (CTC)/Heron Road

25 2012 PEAK PM HOUR TRAFFIC COUNT Site Access (CTC)/Heron Road

26 EXHIBIT 2 2014 PEAK AM HOUR TRAFFIC COUNT Heron Road/Bank Street

27 2014 PEAK PM HOUR TRAFFIC COUNT Heron Road/Bank Street

28 EXHIBIT 3 2012 PEAK AM HOUR TRAFFIC COUNTS Site Access (CTC)/Heron Road HCS+: Signalized Intersections Release 5.4 Analyst: Period: Peak AM Hour Project ID: 1161 Heron Road Development E/W St: Heron Road Inter.: Site Access/Heron Year: August 3, 2012 Counts N/S St: Site Access/CTC Access SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 0 2 0 1 2 0 1 0 0 0 0 0 LGConfig TR L T L Volume 814 17 28 1087 47 Lane Width 3.6 3.6 3.6 3.6 RTOR Vol 0 Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left NB Left A Thru P Thru P Peds X Peds X WB Left P SB Left Thru P Thru Peds Peds X NB EB SB WB Green 75.0 23.0 Yellow 3.3 3.3 All Red 2.7 2.7 Cycle Length: 110.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio Eastbound Left Thru TR 903 3288 0.27 0.70 2302 0.39 Westbound Left L 30 569 0.05 0.70 398 0.08 Thru T 1182 3327 # 0.36 0.70 2329 0.51 Northbound Left L 51 1596 # 0.03 0.21 334 0.15 Thru Southbound Left Thru Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.39 Total lost time per cycle, L = 10.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.43

29 EXHIBIT 4 2012 PEAK PM HOUR TRAFFIC COUNTS Site Access (CTC)/Heron Road HCS+: Signalized Intersections Release 5.4 Analyst: Period: Peak PM Hour Project ID: 1161 Heron Road Development E/W St: Heron Road Inter.: Site Access/Heron Year: August 3, 2012 Counts N/S St: Site Access/CTC Access SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 0 2 0 1 2 0 1 0 0 0 0 0 LGConfig TR L T L Volume 1140 47 103 1025 54 Lane Width 3.6 3.6 3.6 3.6 RTOR Vol 0 Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left NB Left A Thru P Thru P Peds X Peds X WB Left P SB Left Thru P Thru Peds Peds X NB EB SB WB Green 85.0 23.0 Yellow 3.3 3.3 All Red 2.7 2.7 Cycle Length: 120.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio Eastbound Left Thru TR 1290 3311 # 0.39 0.73 2400 0.54 Westbound Left L 112 387 0.29 0.73 281 0.40 Thru T 1114 3360 0.33 0.73 2436 0.46 Northbound Left L 59 1696 # 0.03 0.19 325 0.18 Thru Southbound Left Thru Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.42 Total lost time per cycle, L = 10.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.46

30 EXHIBIT 5 2020 PEAK AM HOUR TOTAL TRAFFIC Site Access (CTC)/Heron Road HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Site Access/Heron Period: Peak AM Hour Year: Year 2020 Project ID: 1161 Heron Road Development E/W St: Heron Road N/S St: Site Access/CTC Access SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 2 0 1 2 0 0 1 0 0 1 0 LGConfig L TR L TR LT LTR Volume 6 1171 17 28 1801 6 47 1 21 1 21 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 0 0 Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left P NB Left A Thru P Thru A P Peds X Peds X WB Left P SB Left A Thru P Thru A P A Peds X Peds X NB EB SB WB Green 78.0 20.0 Yellow 3.3 3.3 All Red 2.7 2.7 Cycle Length: 110.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio Eastbound Left L 7 195 0.04 0.73 142 0.05 Thru TR 1291 3290 0.39 0.73 2393 0.54 Westbound Left L 30 387 0.08 0.73 281 0.11 Thru TR 1965 3326 # 0.59 0.73 2419 0.81 Northbound Left Thru LT 52 1251 # 0.04 0.20 250 0.21 Southbound Left Thru LTR 47 1459 0.03 0.20 292 0.16 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.63 Total lost time per cycle, L = 8.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.68

31 EXHIBIT 6 2020 PEAK PM HOUR TOTAL TRAFFIC Site Access (CTC)/Heron Road HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Site Access/Heron Period: Peak PM Hour Year: Year 2020 Project ID: 1161 Heron Road Development E/W St: Heron Road N/S St: Site Access/CTC Access SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 2 0 1 2 0 0 1 0 0 1 0 LGConfig L TR L TR LT LTR Volume 19 1604 47 103 1329 15 54 1 14 1 12 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 0 0 Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left P NB Left A Thru P Thru A P Peds X Peds X WB Left P SB Left A Thru P Thru A P A Peds X Peds X NB EB SB WB Green 85.0 23.0 Yellow 3.3 3.3 All Red 2.7 2.7 Cycle Length: 120.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio Eastbound Left L 21 326 0.06 0.73 236 0.09 Thru TR 1794 3316 # 0.54 0.73 2404 0.75 Westbound Left L 112 232 0.48 0.73 168 0.67 Thru TR 1461 3355 0.44 0.73 2432 0.60 Northbound Left Thru LT 60 1321 # 0.05 0.21 275 0.22 Southbound Left Thru LTR 29 1483 0.02 0.21 309 0.09 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.59 Total lost time per cycle, L = 8.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.63

32 EXHIBIT 7 2025 PEAK AM HOUR TOTAL TRAFFIC Site Access (CTC)/Heron Road HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Site Access/Heron Period: Peak AM Hour Year: Year 2025 Project ID: 1161 Heron Road Development E/W St: Heron Road N/S St: Site Access/CTC Access SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 2 0 1 2 0 0 1 0 0 1 0 LGConfig L TR L TR LT LTR Volume 6 1231 17 28 1894 6 47 1 21 1 21 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 0 0 Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left P NB Left A Thru P Thru A P Peds X Peds X WB Left P SB Left A Thru P Thru A P A Peds X Peds X NB EB SB WB Green 78.0 20.0 Yellow 3.3 3.3 All Red 2.7 2.7 Cycle Length: 110.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio Eastbound Left L 7 175 0.04 0.73 127 0.06 Thru TR 1356 3291 0.41 0.73 2393 0.57 Westbound Left L 30 362 0.08 0.73 263 0.11 Thru TR 2066 3326 # 0.62 0.73 2419 0.85 Northbound Left Thru LT 52 1251 # 0.04 0.20 250 0.21 Southbound Left Thru LTR 47 1459 0.03 0.20 292 0.16 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.66 Total lost time per cycle, L = 8.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.71

33 EXHIBIT 8 2025 PEAK PM HOUR TOTAL TRAFFIC Site Access (CTC)/Heron Road HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Site Access/Heron Period: Peak PM Hour Year: Year 2025 Project ID: 1161 Heron Road Development E/W St: Heron Road N/S St: Site Access/CTC Access SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes 1 2 0 1 2 0 0 1 0 0 1 0 LGConfig L TR L TR LT LTR Volume 19 1689 47 103 1402 15 54 1 14 1 12 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 0 0 Duration 0.25 Area Type: All other areas Signal Operations Phase Combination 1 2 3 4 5 6 7 8 EB Left P NB Left A Thru P Thru A P Peds X Peds X WB Left P SB Left A Thru P Thru A P A Peds X Peds X NB EB SB WB Green 85.0 23.0 Yellow 3.3 3.3 All Red 2.7 2.7 Cycle Length: 120.0 secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio Eastbound Left L 21 301 0.07 0.73 218 0.10 Thru TR 1887 3317 # 0.57 0.73 2405 0.78 Westbound Left L 112 211 0.53 0.73 153 0.73 Thru TR 1540 3355 0.46 0.73 2432 0.63 Northbound Left Thru LT 60 1321 # 0.05 0.21 275 0.22 Southbound Left Thru LTR 29 1483 0.02 0.21 309 0.09 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.61 Total lost time per cycle, L = 8.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.66

34 EXHIBIT 9 2015 PEAK AM HOUR TRAFFIC COUNTS Cecil Avenue/Bank Street HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Cecil/Bank Analysis Year: 2015 Traffic Counts Project ID: 1161 Heron Road Development East/West Street: Cecil Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 46 1127 564 20 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 49 1224 613 21 Percent Heavy Vehicles 0 -- -- -- -- Median Type/Storage TWLTL / 1 RT Channelized? Lanes 1 2 2 0 Configuration L T T TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 9 9 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 9 9 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config L LR v (vph) 49 18 C(m) (vph) 1070 554 v/c 0.05 0.03 95% queue length 0.14 0.10 Control Delay 8.5 11.7 LOS A B Approach Delay 11.7 Approach LOS B

35 EXHIBIT 10 2015 PEAK PM HOUR TRAFFIC COUNTS Cecil Avenue/Bank Street HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Cecil/Bank Analysis Year: 2015 Traffic Counts Project ID: 1161 Heron Road Development East/West Street: Cecil Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 38 859 1179 68 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 41 933 1281 73 Percent Heavy Vehicles 0 -- -- -- -- Median Type/Storage TWLTL / 1 RT Channelized? Lanes 1 2 2 0 Configuration L T T TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 13 45 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 14 48 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config L LR v (vph) 41 62 C(m) (vph) 541 395 v/c 0.08 0.16 95% queue length 0.25 0.55 Control Delay 12.2 15.8 LOS B C Approach Delay 15.8 Approach LOS C

36 EXHIBIT 11 2020 PEAK AM HOUR TOTAL TRAFFIC Cecil Avenue/Bank Street HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Cecil/Bank Analysis Year: Year 2020 Project ID: 1161 Heron Road Development East/West Street: Cecil Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 47 1206 599 24 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 51 1310 651 26 Percent Heavy Vehicles 0 -- -- -- -- Median Type/Storage TWLTL / 1 RT Channelized? Lanes 1 2 2 0 Configuration L T T TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 16 13 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 17 14 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config L LR v (vph) 51 31 C(m) (vph) 1028 495 v/c 0.05 0.06 95% queue length 0.16 0.20 Control Delay 8.7 12.8 LOS A B Approach Delay 12.8 Approach LOS B

37 EXHIBIT 12 2020 PEAK PM HOUR TOTAL TRAFFIC Cecil Avenue/Bank Street HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Cecil/Bank Analysis Year: Year 2020 Project ID: 1161 Heron Road Development East/West Street: Cecil Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 41 918 1255 81 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 44 997 1364 88 Percent Heavy Vehicles 0 -- -- -- -- Median Type/Storage TWLTL / 1 RT Channelized? Lanes 1 2 2 0 Configuration L T T TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 17 47 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 18 51 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config L LR v (vph) 44 69 C(m) (vph) 492 342 v/c 0.09 0.20 95% queue length 0.29 0.74 Control Delay 13.0 18.2 LOS B C Approach Delay 18.2 Approach LOS C

38 EXHIBIT 13 2025 PEAK AM HOUR TOTAL TRAFFIC Cecil Avenue/Bank Street HCS+: Unsignalized Intersections Release 5.4 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Cecil/Bank Analysis Year: Year 2025 Project ID: 1161 Heron Road Development East/West Street: Cecil Avenue North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement 1 2 3 4 5 6 L T R L T R Volume 47 1269 630 24 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 51 1379 684 26 Percent Heavy Vehicles 0 -- -- -- -- Median Type/Storage TWLTL / 1 RT Channelized? Lanes 1 2 2 0 Configuration L T T TR Upstream Signal? Yes Yes Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 16 13 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 17 14 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config L LR v (vph) 51 31 C(m) (vph) 996 469 v/c 0.05 0.07 95% queue length 0.16 0.21 Control Delay 8.8 13.2 LOS A B Approach Delay 13.2 Approach LOS B