OTTAWA TRAIN YARDS PHASE 3 DEVELOPMENT CITY OF OTTAWA TRANSPORTATION IMPACT STUDY. Prepared for:

OTTAWA TRAIN YARDS PHASE 3 DEVELOPMENT CITY OF OTTAWA TRANSPORTATION IMPACT STUDY Prepared for: The Ottawa Train Yards Inc. 223 Colonnade Road South, Suite 212 Nepean, Ontario K2E 7K3 January 17, 2012 111-536 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. BACKGROUND... 1 1.1 Purpose and Scope of Work... 1 2. ROADWAY NETWORK... 3 2.1 Existing Roadways and Intersections... 3 3. PROPOSED DEVELOPMENT... 6 3.1 Trip Generation... 9 3.2 Trip Generated Primary Trips and Pass-By Trips... 9 4. TRANSPORTATION IMPACT... 10 4.1 Background Traffic Volumes... 13 4.2 Total Traffic Volumes... 14 4.3 Traffic Analysis... 14 4.4 Site Circulation... 26 4.5 Pedestrian, Cycling, and Transit Facilities... 26 5. FINDINGS AND RECOMMENDATIONS... 27 APPENDIX... 29 LIST OF FIGURES 1.1 SITE LOCATION PLAN... 2 2.1 EXISTING WEEKDAY PM AND SATURDAY PEAK HOUR TRAFFIC COUNTS... 7 3.1 CONCEPTUAL SITE PLAN... 8 3.2 WEEKDAY PEAK PM AND SATURDAY PEAK HOUR PRIMARY TRIPS... 11 3.3 WEEKDAY PEAK PM AND SATURDAY PEAK HOUR PASS-BY TRIPS... 12 4.1 2015 WEEKDAY PM AND SATURDAY PEAK HOUR BACKGROUND TRAFFIC... 15 4.2 2020 WEEKDAY PM AND SATURDAY PEAK HOUR BACKGROUND TRAFFIC... 16 4.3 2015 WEEKDAY PM AND SATURDAY PEAK HOUR TOTAL TRAFFIC... 17 4.4 2020 WEEKDAY PM AND SATURDAY PEAK HOUR TOTAL TRAFFIC... 18 LIST OF TABLES 3.1 RETAIL SPACE... 6 3.2 TRIP GENERATION RATES... 9 3.3 SITE GENERATED TRIPS... 9 3.4 PRIMARY AND PASS-BY TRIPS... 10 4.1 SITE ACCESS/INDUSTRIAL LoS and Volume/Capacity (v/c)... 19 4.2 SITE ACCESS/BELFAST LoS and Volume/Capacity (v/c)... 20 4.3 SITE ACCESS/TRAINYARDS (RAILMARKET) LoS and Volume/Capacity (v/c)... 21 4.4 INDUSTRIAL/TRAINYARDS LoS and Volume/Capacity (v/c)... 22 4.5 TRAINYARDS/TERMINAL LoS and Volume/Capacity (v/c)... 23 4.6 BELFAST/TRAINYARDS LoS and Volume/Capacity (v/c)... 23 4.7 INDUSTRIAL/RUSSELL LoS and Volume/Capacity (v/c)... 24 4.8 ST. LAURENT/INDUSTRIAL (INNES) LoS and Volume/Capacity (v/c)... 25 4.9 ST. LAURENT/BELFAST LoS and Volume/Capacity (v/c)... 26

Trainyards Drive Ottawa OTTAWA TRAIN YARDS PHASE 3 TRAINYARDS DRIVE, OTTAWA TRANSPORTATION IMPACT STUDY 1. BACKGROUND The Ottawa Train Yards Inc. has proposed the development of lands for Phase 3 of the Ottawa Train Yards shopping centre. The lands are at the east portion of the site, east of Trainyards Drive and adjacent to the east and south limits of Phase 2 of the shopping centre development. The development will comprise of a Farm Boy store, an L.C.B.O. store, and various retail stores. The development will utilize a new access onto Belfast Road which has been constructed by the City of Ottawa for joint use between the shopping centre and the new bus garage facility at 735 Industrial Avenue. The development will also include a new full movement access onto Industrial Avenue. Figure 1.1 shows the location of Phase 3 of the Ottawa Train Yards shopping centre. The proposed shopping centre is expected to be completed and substantially occupied by the year 2015. The firm of D. J. Halpenny & Associates Ltd. has been retained by the Ottawa Train Yards Inc. to prepare a report which would examine the impact of Phase 3 of the shopping centre on the adjacent roadways. The study will account for all development already constructed and development approved under Site Plan Applications but not yet constructed. 1.1 Purpose and Scope of Work The purpose of the (TIS) report will be to examine the roads and intersections within the study area to determine the impact of the site generated trips from the proposed retail in Phase 3 of the development. The study is required as part of the Site Plan Application for the development. The development will consist of retail stores which will typically be closed during the weekday peak AM hours of the adjacent roads. For this reason the study will examine the impact of the development during the peak PM hour of the adjacent roads and the peak Saturday hour which is when the development is expected to generate the highest number of site generated trips. The analysis years will be at build out of Phase 3 in 2015, and five years beyond build out in 2020. The analysis will examine the operation of the proposed site access onto Industrial Avenue, accesses onto Trainyards Drive and Belfast Road, and adjacent intersections within the study area. The TIS report will follow the City of Ottawa guidelines as documented in the Transportation Impact Assessment Guidelines dated October 2006. The location of the development and intersections examined within the study area are shown in Figure 1.1.

2 FIGURE 1.1 SITE LOCATION PLAN

3 2. ROADWAY NETWORK 2.1 Existing Roadways and Intersections Phase 3 of the Ottawa Train Yards development will utilize the existing access point onto Trainyards Drive which was constructed under Phase 2 of the development, and will provide a new full movement access onto Industrial Avenue. The site will also share the new access onto Belfast Road which has been constructed for the City of Ottawa bus garage. The site is located on the north side of Industrial Avenue. Industrial Avenue is designated in the Ottawa 20/20 Transportation Master Plan as an undivided four lane arterial roadway. The posted speed limit along Industrial Avenue is 60 km./h. There is a pedestrian sidewalk along the north side of the road in the vicinity of the site. There are no designated cycling lanes along Industrial Avenue. Industrial Avenue in the vicinity of the site is not identified as an On-road Cycling Route. The proposed development is located on the east side of Trainyards Drive. Trainyards Drive is a two lane urban collector roadway which links Belfast Road to Industrial Avenue. The road has an unposted speed limit of 50 km./h., with sidewalks along both the east and west side of the roadway. Trainyards Drive is not identified as an On-road Cycling Route, but the road is sufficiently wide to accommodate cycling facilities with cycling pockets located at intersections. Belfast Road is designated as a collector road with a posted speed of 50 km./h. The road has a two lane rural cross-section east of the Belfast/Trainyards intersection, and a four lane urban cross-section west of Trainyards Drive. There are no sidewalks or cycling lanes along the road. Railmarket Private is a two lane private urban road which passes through the retail site linking Terminal Avenue to Trainyards Drive. Terminal Avenue is a two lane urban collector road extending west from Trainyards Drive. The road has an unposted speed limit of 50 km./h. There are sidewalks along the south side of the roadway adjacent to the site, which extends from Wal-Mart to Trainyards Drive. Russell Road is a two lane collector road which connects to Industrial Avenue and Smyth Road. The road has a sidewalk along the east side of the road, with sidewalks along both sides between Industrial Avenue and Coronation Avenue. The road has an posted speed limit of 50 km./h. with no cycling lanes. St. Laurent Boulevard is a four lane divided arterial road with a posted speed limit of 70 km./h. The road has sidewalks along both sides of the road, and no cycling facilities.

4 The Trainyards/Railmarket intersection will provide one of the access points for the proposed Phase 3 development. Trainyards Drive will form the northbound and southbound approaches, Railmarket Private the eastbound, and the access to Phases 2 and 3 the westbound approach. The intersection is controlled by traffic signals. The lane configuration of the intersection is as follows: Trainyards Approach - One left turn lane One shared through/right lane Trainyards Approach - One left turn lane One through lane One right turn lane Railmarket Approach - One left turn lane One shared through/right lane New Retail Entrance - One left turn lane One shared through/right lane The Trainyards/Terminal intersection is controlled by traffic signals. The intersection has Trainyards Drive forming the northbound and southbound approaches, and Terminal Avenue the eastbound approach. A private driveway forms the westbound approach. The following is the current lane configuration of the intersection: Trainyards Approach - One left turn lane One through lane One shared through/right lane Trainyards Approach - One shared left/through lane One right turn lane Terminal Approach - Two left turn lanes One shared through/right lane Private Driveway - One shared left/through/right lane The Trainyards/Belfast intersection is a T intersection with Belfast Road forming the eastbound and westbound approaches, and Trainyards Drive the northbound approach. The intersection is controlled by traffic signals. The intersection has the following lane configuration: Trainyards Approach - Two left turn lanes One right turn lane Belfast Approach - One through lane One right turn lane Belfast Approach - One left turn lane Two through lanes The Trainyards/Industrial intersection is a signalized intersection with Industrial Avenue forming the eastbound and westbound approaches, Trainyards Drive the southbound approach, and a private driveway to the Metro commercial site forms the northbound approach. The current configuration of the intersection is as follows:

5 Metro Driveway - One shared left/through/right lane Trainyards Approach - One shared left/through lane One right turn lane Industrial Approach - One left turn lane One through lane One shared through/right lane Industrial Approach - One left turn lane One through lane One shared through/right lane The Industrial/Russell intersection is controlled by traffic signals with Industrial Avenue forming the eastbound and westbound approaches. Russell Road forms the northbound approach and a private driveway into the City of Ottawa facility forms the southbound approach. The intersection has the following lane configuration: Russell Approach - One shared left/through lane One channelized right turn lane City Facility Approach - One shared left/through lane One channelized right turn lane Industrial Approach - One left turn lane Two through lanes One channelized right turn lane Industrial Approach - One left turn lane One through lane One shared through/right lane The St. Laurent/Belfast intersection is controlled by traffic signals with St. Laurent Boulevard forming the northbound and southbound approaches and Belfast Road the eastbound and westbound approaches. The intersection has the following lane configuration: St. Laurent Approach - One left turn lane Two through lanes One channelized right turn lane St. Laurent Approach - One left turn lane Two through lanes One channelized right turn lane Belfast Approach - One left turn lane One through lane One channelized right turn lane Belfast Approach - One left turn lane One through lane One channelized right turn lane The Industrial/St. Laurent intersection is controlled by traffic signals with Industrial Avenue forming the eastbound approach, Innes Road the westbound approach, and St. Laurent Boulevard the northbound and southbound approaches. The right turn movements at all approaches are controlled by traffic islands. The current configuration of the intersection is as follows:

6 St. Laurent Approach - One left turn lane Two through lanes One right turn lane (channelized) St. Laurent Approach - One left turn lane Two through lanes One right turn lane (channelized) Industrial Approach - One left turn lane Two through lanes One right turn lane (channelized) Industrial Approach - One left turn lane One shared left/through lane One through lane One right turn lane (channelized) Figure 2.1 shows the existing weekday peak PM hour and Saturday peak hour traffic counts. 3. PROPOSED DEVELOPMENT Phase 3 of the Ottawa Train Yards development is located on the north side of Industrial Avenue and east of Trainyards Drive. The development is adjacent to the Phase 2 development and will utilize the existing access onto Trainyards Drive at Railmarket Private which was constructed as part of Phase 2. The development will also use the new shared access onto Belfast Road which has been constructed by the City of Ottawa for the new articulated bus garage facility at 735 Industrial Avenue. The site also proposes a new full movement access onto Industrial Avenue. The site is expected to be completed and substantially occupied by the year 2015. The development will consist of various free standing retail stores, and a retail store strip along the Belfast Road access. Figure 3.1 provides a site plan showing the individual store foot prints which would contribute to the site trips which are addressed in this study. Table 3.1 shows the gross floor area of each retail space. TABLE 3.1 RETAIL SPACE RETAIL BUILDING GROSS AREA (m 2 ) GROSS AREA (ft 2 ) 1 331.7 3,570 2 424.2 4,566 3 2,035.8 21,913 4 904.2 9,733 5 1,858.1 20,000 6 3,360.0 36,169 TOTAL AREA 8,914.0 95,951

7 FIGURE 2.1 EXISTING WEEKDAY PM AND SATURDAY PEAK HOUR TRAFFIC COUNTS

8 FIGURE 3.1 CONCEPTUAL SITE PLAN

9 3.1 Trip Generation The expected site generated trips from Phase 3 of the Ottawa Train Yards development were determined utilizing statistical data published by the Institute of Transportation Engineers (ITE) in the manual, Trip Generation, 8th Ed. The study has used the average trip rate for the Shopping Center land use, ITE Code 820. All land uses utilized the average trip rate for the weekday peak PM hour of the adjacent street traffic, and the peak Saturday hour. Table 3.2 presents the trip generation rates used in the analysis. TABLE 3.2 TRIP GENERATION RATES LAND USE Weekday Peak PM hr. TRIP RATES Saturday Peak hr. ITE Land Use Shopping Center 3.73 Trips/1000 ft 2 4.89 Trips/1000 ft 2 The trips generation rates from Table 3.2 were applied to the total gross floor area of the retail space (Table 3.1), with the expected site generated trips shown in Table 3.3. TABLE 3.3 SITE GENERATED TRIPS LAND USE WEEKDAY PEAK PM HOUR SATURDAY PEAK HOUR Total Enter Exit Total Enter Exit Retail Centre 358 177 (49%) 183 (51%) 469 244 (52%) 225 (48%) 10 % Modal Share -36-18 -18-47 -24-23 Total Trips 322 157 165 422 220 202 3.2 Trip Generated Primary Trips and Pass-By Trips The site generated trips shown in Table 3.3 are divided into primary trips which are trips where the primary destination of trips are to/from the proposed retail development, and pass-by trips which can be defined as traffic already on the adjacent street, which stops off at the development while passing by on-route to its primary destination. Shopping centres are known to experience a high volume of pass-by trips. The Institute of Transportations Engineers (ITE) Trip Generation Handbook, March 2001, presents statistical data which shows that the pass-by trips from free-standing discount stores vary between 15 and 40 percent during a Saturday peak time period, with a higher pass-by trip experienced during a weekday peak PM

10 hour. Although this shopping centre development is located adjacent to two heavily travelled roadways, this study has assumed that 20 percent of the site trips for the proposed development are already on the road and passing by the site for both the weekday peak PM hour and Saturday peak hour. With the site adjacent to the major roads in the area, no diverted linked trips were considered. Table 3.3 shows the primary and pass-by site generated trips. TABLE 3.4 PRIMARY AND PASS-BY TRIPS UNIT TYPE WEEKDAY PEAK PM HR. SATURDAY PEAK HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Primary Trips (80%) 258 126 132 338 176 162 Pass-By Trips (20%) 64 31 33 84 44 40 Total Trips 322 157 165 422 220 202 The primary site generated trips were distributed onto the surrounding roads utilizing a combination of the existing commercial trip distribution from the site and background traffic volumes. Figure 3.2 shows the expected distribution of primary site trips for a weekday peak PM hour and peak Saturday hour. The pass-by trips are trips already passing by the site on their way to a primary destination other than the proposed Phase 3 development. The distribution of pass-by trips was determined from the volume of background traffic along the surrounding roads. Figure 3.3 shows the expected pass-by trips for the development for a weekday peak PM hour and peak Saturday hour. 4. TRANSPORTATION IMPACT The study will examine the operation of the site accesses and surrounding intersections using the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the 2010 Highway Capacity Manual. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays - Demand

11 FIGURE 3.2 WEEKDAY PEAK PM AND SATURDAY PEAK HOUR PRIMARY TRIPS

12 FIGURE 3.3 WEEKDAY PEAK PM AND SATURDAY PEAK HOUR PASS-BY TRIPS

13 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 background traffic volumes represent traffic along the surrounding roads which is not associated with the Phase 3 development of the Ottawa Train Yards. The background traffic volumes were determined for the expected build out at the year 2015. The 2015 background traffic includes the retail development of Phase 2 which is currently being constructed but is not accounted for in the existing traffic counts. A new Belfast Road entrance has been constructed by the City of Ottawa to access the proposed Ottawa articulated bus garage facility which is located at the east limit of the Ottawa Train Yards development. The Ottawa Train Yards east development (Phases 2 and 3) will share the Belfast Road access with the OC Transpo buses. The number of buses using the access was determined from the New Articulated Bus Garage Facility at 735 Industrial Avenue Ottawa, Traffic Assessment Report dated March 2011 and prepared by the IBI Group. A portion of the Phase 2 site trips were proportioned to the Belfast Road access, as well as to the proposed Industrial Avenue access which will be constructed under Phase 3. Historical traffic counts along the surrounding roads in the area determined that the background traffic volumes were increasing at a rate of approximately 0.7 percent per year. To determine the year 2015 and 2020 background traffic volumes, the existing traffic counts from Figure 2.1 were increased at 1.0 percent per year which was applied to the eastbound/westbound Belfast Road through movements at the Belfast/Trainyards intersection, and eastbound/westbound Industrial Avenue through movements at the Industrial/Trainyards intersection. All traffic movements at the St. Laurent/Belfast, St. Laurent/Industrial and Industrial/Russell intersections were increased at an annual rate of 1.0 percent. Since a large portion of the traffic along Trainyards Drive is related to the Ottawa Train Yards shopping centre and would not experience the same growth as

14 would the background commuter traffic, the 1.0 percent annual growth for all turning movements from Belfast Road and Industrial Avenue onto Trainyards Drive and traffic along Trainyards Drive were reduced to 50 percent for the weekday peak hour, and to 30 percent for the peak Saturday hour. This would represent the increase in the traffic which is not related to the Ottawa Train Yards shopping centre. Figure 4.1 shows the expected year 2015 background traffic volumes for the weekday peak PM hour and Saturday peak hour, and Figure 4.2 the year 2020 background traffic volumes. 4.2 Total Traffic Volumes The total future peak hour traffic volumes were determined by the sum of the background traffic volumes (Figure 4.1 for the 2015 volumes and Figure 4.2 for the 2020 volumes), the expected site generated trips (Figure 3.2), and the pass-by trips (Figure 3.3). The result would be the expected total 2015 weekday peak PM hour and Saturday peak hour traffic volumes shown in Figure 4.3, and the total 2020 traffic volumes shown in Figure 4.4. 4.3 Traffic Analysis The study has examined the operation of the intersections listed below which will be discussed in detail in the following sections: Proposed Site Access onto Industrial Avenue Belfast Road Access (OC Transpo access) Site Access (Railmarket Private) onto Trainyards Drive Industrial/Trainyards Intersection Trainyards/Terminal Intersection Belfast/Trainyards Intersection Industrial/Russell Intersection St. Laurent/Industrial Intersection St. Laurent/Belfast Intersection Proposed Site Access onto Industrial Avenue The Site Plan proposes a full movement access onto Industrial Avenue. The intersection will be a T intersection with the southbound site exit approach comprising of exclusive right turn and left turn lanes. The following is the configuration of the intersection which was used in the year 2015 and 2020 analysis: Access - One exclusive left turn lane One exclusive right turn lane (45 metre of vehicular storage) Industrial - One shared left/through lane One through lane Industrial - One through lane One shared through/right lane

15 FIGURE 4.1 2015 WEEKDAY PM AND SATURDAY PEAK HOUR BACKGROUND TRAFFIC

16 FIGURE 4.2 2020 WEEKDAY PM AND SATURDAY PEAK HOUR BACKGROUND TRAFFIC

17 FIGURE 4.3 2015 WEEKDAY PM AND SATURDAY PEAK HOUR TOTAL TRAFFIC

18 FIGURE 4.4 2020 WEEKDAY PM AND SATURDAY PEAK HOUR TOTAL TRAFFIC

19 A traffic signal warrant analysis was completed using the year 2020 total peak PM hour traffic volumes (Figure 4.4). The warrant analysis, which is provided as Exhibit 1 in the Appendix, determined that for the expected weekday traffic volumes, the access intersection met 67 percent of the warrants for the installation of traffic control signals. Since the traffic volumes at the intersection are relatively high and a two-way stop controlled intersection would result in long queues and delays for exiting vehicles from the site, traffic signals are recommended and the analysis has assumed a signal controlled intersection for both the year 2015 and 2020 traffic volumes. The operational analysis determined that with two phase traffic signals and a 95 second (PM hour) and 99 second (Saturday peak hour) signal cycle, the intersection would operate at a Level of Service (LoS) A during both the weekday peak PM hour and Saturday peak hour. The southbound left and right turn movements would require 35 metres of vehicular storage. The proposed southbound right turn lane provides approximately 45 metres of vehicular storage. Table 4.1 summarizes the operation of the intersection, with the analysis sheets provided in the appendix as Exhibits 2 and 3 for the expected 2015 traffic volumes, and Exhibits 4 and 5 for the expected 2020 traffic volumes. TABLE 4.1 SITE ACCESS/INDUSTRIAL LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR (2015) 2020 SATURDAY PEAK HOUR YEAR (2015) 2020 LoS v/c LoS v/c SB - Access (A) A (0.21) 0.21 (A) A (0.24) 0.24 SB - Access (A) A (0.04) 0.04 (A) A (0.06) 0.06 EB /Through - Industrial (C) C (0.75) 0.78 (A) A (0.38) 0.39 WB /Through - Industrial (A) A (0.53) 0.55 (A) A (0.40) 0.41 Total Intersection LoS (A) A (0.57) 0.59 (A) A (0.35) 0.39 Site Access (OC Transpo Access) onto Belfast Road The City of Ottawa has constructed an access point onto Belfast Road which will provide access to the new articulated bus garage facility at 735 Industrial Avenue. The access will also provide access to Phase 2 and 3 of the Ottawa Train Yards shopping centre. The Belfast Road access will be located approximately 560 metres west of St. Laurent Boulevard, and will be controlled by traffic signals. The following is the configuration of the intersection as documented in the IBI Group Traffic Assessment Report. The intersection configuration was used for both the year 2015 and 2020 analysis:

20 Access - Egress - Belfast - Belfast - One exclusive left turn lane One exclusive right turn lane One exclusive left turn lane (OC Transpo driveway exit only) One exclusive right turn lane One shared through/right lane One exclusive left turn lane One through lane The analysis has utilized the expected bus traffic as documented in the IBI Group Traffic Assessment Report, plus the expected site traffic from both Phase 2 and 3 of the Ottawa Train Yards. The operational analysis has assumed two phase traffic signals with a cycle length of 99 seconds for the weekday peak PM hour and 92 seconds for the peak Saturday hour (corresponds with the signal phasing at Belfast Road and Trainyards Drive). The analysis determined that the intersection would function at a LoS B during the peak PM hour and a LoS A during the expected traffic volumes at both the years 2015 and 2020. Table 4.2 summarizes the operation of the Belfast Road access, with the operational analysis provided as Exhibits 6 and 7 for the year 2015, and 8 and 9 for the year 2020. TABLE 4.2 SITE ACCESS/BELFAST LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR (2015) 2020 SATURDAY PEAK HOUR YEAR (2015) 2020 LoS v/c LoS v/c NB - Access (A) A (0.43) 0.43 (A) A (0.19) 0.19 NB - Access (A) A (0.14) 0.14 (A) A (0.13) 0.13 SB OC Transpo driveway (C) C (0.80) 0.80 (A) A (0.00) 0.00 SB - OC Transpo driveway (A) A (0.57) 0.57 (A) A (0.00) 0.00 EB Through/ - Belfast (B) B (0.68) 0.70 (A) A (0.43) 0.45 WB - Access (A) A (0.24) 0.24 (A) A (0.17) 0.17 WB Through - Through (A) A (0.29) 0.30 (A) A (0.14) 0.15 Total Intersection LoS (B) B (0.65) 0.66 (A) A (0.37) 0.38 Site Access (Railmarket Private) onto Trainyards Drive The proposed site will utilize the site access which was constructed under Phase 2 of the Ottawa Train Yards. The access forms the westbound approach to Trainyards Drive, with Railmarket Private forming the eastbound approach. The analysis has examined the intersection utilizing the existing 2011 peak hour Saturday traffic counts taken by the City of Ottawa (weekday PM hour

21 counts were taken prior to the completion of Phase 2). The analysis has utilized the existing intersection geometry and the traffic signal timing plan obtained from the City of Ottawa. The analysis determined that the intersection currently functions at a LoS C during the peak Saturday hour with a signal cycle length of 75 seconds. With some adjustments to the signal timing and maintaining the 75 second signal cycle, the intersection would function at a LoS B at the years 2015 and 2020. For the expected weekday peak PM hour traffic volumes, the intersection would function at a LoS A at the years 2015 and 2020 using the 80 second signal cycle as per the timing plan. The southbound Trainyards Drive left turn lane provides approximately 55 metres of vehicular storage which is sufficient to accommodate the expected 2020 traffic volumes. There would be no requirement for modifications to the intersection due to the proposed development. Table 4.3 summarizes the operation of the intersection, with the analysis sheets provided in the Appendix as Exhibits 10 to 14. TABLE 4.3 SITE ACCESS/TRAINYARDS (RAILMARKET) LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2011 (2015) 2020 SATURDAY PEAK HOUR YEAR 2011 (2015) 2020 LoS v/c LoS v/c NB - Trainyards (A) A (0.24) 0.25 A (A) A 0.01 (0.11) 0.11 NB Through/ - Trainyards (A) A (0.46) 0.47 A (B) B 0.59 (0.64) 0.65 SB Trainyards (A) A (0.17) 0.19 A (A) A 0.45 (0.35) 0.35 SB Through - Trainyards (A) A (0.41) 0.43 A (A) A 0.23 (0.27) 0.27 SB -Trainyards (A) A (0.06) 0.06 A (A) A 0.25 (0.29) 0.29 EB - Railmarket (A) A (0.22) 0.23 A (A) A 0.50 (0.47) 0.47 EB Through/ - Railmarket (B) B (0.61) 0.62 C (C) C 0.75 (0.71) 0.72 WB - Access (A) A (0.53) 0.54 E (C) C 0.96 (0.78) 0.79 WB Through/ - Access (A) A (0.44) 0.44 A (A) A 0.44 (0.45) 0.45 Total Intersection LoS (A) A (0.52) 0.53 C (B) B 0.76 (0.68) 0.69 Industrial Avenue and Trainyards Drive Intersection The Industrial/Trainyards intersection is controlled by traffic signals, with Industrial Avenue forming the eastbound and westbound approaches, Trainyards Drive the southbound approach, and the Metro driveway the northbound approach. The intersection currently (2010 counts) functions at a LoS C during the weekday peak PM hour and a LoS B during the peak Saturday hour (2011 counts). At the years 2015 and 2020 the intersection is expected to function at a LoS D during the peak PM hour and a LoS C during the peak Saturday hour. The

22 eastbound Industrial Avenue left turn lane would require approximately 70 metres of vehicular storage with 100 metres provided. There would be no requirement for modifications to the intersection except for minor adjustments to the signal timing. Table 4.4 summarizes the operation of the intersection, with the analysis sheets provided as Exhibits 15 to 20. TABLE 4.4 INDUSTRIAL/TRAINYARDS LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2010 (2015) 2020 SATURDAY PEAK HOUR YEAR 2011 (2015) 2020 LoS v/c LoS v/c NB /Through/ - Metro A (A) A 0.01 (0.01) 0.01 A (A) A 0.00 (0.00) 0.00 SB /Through Trainyards E (D) D 0.92 (0.84) 0.86 C (B) B 0.71 (0.64) 0.65 SB -Trainyards A (A) A 0.16 (0.17) 0.18 A (A) A 0.28 (0.31) 0.32 EB - Industrial A (A) B 0.44 (0.57) 0.61 C (B) C 0.71 (0.69) 0.72 EB Through/ - Industrial A (A) A 0.44 (0.46) 0.48 A (A) A 0.15 (0.18) 0.19 WB - Industrial A (A) A 0.05 (0.06) 0.07 A (A) A 0.00 (0.00) 0.00 WB Through/ - Industrial B (C) D 0.64 (0.77) 0.81 A (B) B 0.53 (0.61) 0.63 Total Intersection LoS C (D) D 0.78 (0.81) 0.83 B (B) B 0.65 (0.68) 0.69 Trainyards Drive and Terminal Avenue Intersection The intersection of Trainyards Drive and Terminal Avenue is controlled by three phase traffic signals which has an 80 second signal cycle during the peak PM hour and a peak Saturday hour cycle of 75 seconds. The operational analysis determined that the intersection currently functions at a LoS A during the peak PM and Saturday peak hours, and will continue to function at a LoS A at the years 2015 and 2020. There would be no requirement for modifications to the intersection due to the proposed development. Table 4.5 summarizes the operation of the intersection, with the analysis sheets provided as Exhibits 20 to 26. Belfast Road and Trainyards Drive Intersection The intersection of Belfast Road and Trainyards Drive is a T intersection with Belfast Road forming the eastbound and westbound approaches and Trainyards Drive the northbound approach. The intersection is controlled by traffic signals. Utilizing the peak PM hour and peak Saturday counts along with the traffic signal timing plan, the intersection currently functions at a LoS A. The intersection will continue to function at a LoS A at the years 2015 and 2020. There would be no requirement for modifications to the

23 intersection due to the development. Table 4.6 summarizes the operation of the intersection, with the analysis sheets provided as Exhibits 27 to 32. TABLE 4.5 TRAINYARDS/TERMINAL LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2010 (2015) 2020 SATURDAY PEAK HOUR YEAR 2011 (2015) 2020 LoS v/c LoS v/c NB - Trainyards A (A) A 0.18 (0.27) 0.28 A (A) A 0.22 (0.18) 0.18 NB Through/ - Trainyards A (A) A 0.19 (0.23) 0.24 A (A) A 0.19 (0.18) 0.18 SB /Through Trainyards A (A) A 0.35 (0.55) 0.56 A (A) A 0.65 (0.53) 0.54 SB -Trainyards A (A) A 0.14 (0.15) 0.16 A (A) A 0.04 (0.04) 0.05 EB - Terminal A (A) B 0.23 (0.24) 0.24 A (A) A 0.28 (0.28) 0.28 EB Through/ - Terminal A (A) A 0.13 (0.14) 0.14 A (A) A 0.24 (0.25) 0.25 WB /Through/ - Access A (A) A 0.05 (0.05) 0.05 A (A) A 0.02 (0.02) 0.02 Total Intersection LoS A (A) A 0.26 (0.36) 0.37 A (A) A 0.40 (0.35) 0.35 TABLE 4.6 BELFAST/TRAINYARDS LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2010 (2015) 2020 SATURDAY PEAK HOUR YEAR 2011 (2015) 2020 LoS v/c LoS v/c NB - Trainyards A (A) A 0.34 (0.40) 0.41 A (A) A 0.23 (0.25) 0.25 NB - Trainyards A (A) A 0.38 (0.41) 0.43 A (A) A 0.13 (0.08) 0.09 EB Through - Belfast A (A) A 0.33 (0.44) 0.46 A (A) A 0.19 (0.33) 0.35 EB - Belfast A (A) A 0.27 (0.38) 0.39 A (A) A 0.30 (0.21) 0.21 WB - Belfast A (A) A 0.38 (0.40) 0.41 A (A) A 0.23 (0.15) 0.15 WB Through - Belfast A (A) A 0.10 (0.12) 0.13 A (A) A 0.05 (0.07) 0.07 Total Intersection LoS A (A) A 0.46 (0.51) 0.53 A (A) A 0.34 (0.31) 0.32

24 Industrial Avenue and Russell Road Intersection The Industrial/Russell intersection is controlled by traffic signals with Industrial Avenue forming the eastbound and westbound approaches, Russell Road the northbound approach, and the City of Ottawa facility the southbound approach which will also be the access to the articulated bus garage at 735 Industrial Avenue. The operational analysis was conducted only for the peak PM hour since peak Saturday hour traffic counts are not available from the City of Ottawa. Counts at the Industrial/Trainyards intersection showed that Saturday counts were substantially lower than weekday peak PM hour counts. The operational analysis determined that the intersection currently functions at a LoS C using the peak PM hour 2011 traffic counts. Due to the increasing traffic volumes along Industrial Avenue, the intersection was determined to function at a LoS D during the peak PM hour at the years 2015 and 2020. No modifications are required at the intersection due to the development. Traffic signal timing adjustments are recommended to handle the expected traffic at the year 2015 and 2020. Table 4.7 summarizes the operation of the intersection, with the analysis sheets provided as Exhibits 33, 34 and 35. TABLE 4.7 INDUSTRIAL/RUSSELL LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2011 (2015) 2020 SATURDAY PEAK HOUR YEAR 2011 (2015) 2020 LoS v/c LoS v/c NB /Through - Russell B (C) C 0.66 (0.75) 0.79 - - SB /Through City Yards A (A) A 0.05 (0.10) 0.10 - - EB - Industrial A (A) A 0.03 (0.04) 0.04 - - EB Through - Industrial C (C) D 0.76 (0.80) 0.84 - - WB - Industrial D (D) D 0.81 (0.85) 0.89 - - WB Through - Industrial A (A) A 0.33 (0.35) 0.37 - - Total Intersection LoS C (D) D 0.76 (0.83) 0.87 - - St. Laurent Boulevard and Industrial Avenue (Innes Road) Intersection The intersection of St. Laurent/Industrial is controlled by traffic signals with St. Laurent Boulevard forming the northbound and southbound approaches, Industrial Avenue the eastbound approach, and Innes Road the westbound approach. With only weekday peak PM hour traffic

25 counts available from the City of Ottawa and the weekday traffic greater than Saturday traffic, the analysis has completed only a weekday peak PM hour analysis of the intersection. The existing 2011 traffic counts determined that the St. Laurent/Industrial intersection currently functions at a LoS F with vehicular delays at all intersection approaches. As traffic volumes continue to increase along the arterial roads, the intersection will continue to operate at a LoS F for the expected 2015 and 2020 traffic volumes. Traffic from the proposed development would contribute little to the operation of the intersection, with no requirements for modifications due to the development of Phase 3 of the Ottawa Train Yards site. Table 4.8 summarizes the operation of the intersection, with the analysis sheets provided as Exhibits 36, 37 and 38. TABLE 4.8 ST. LAURENT/INDUSTRIAL (INNES) LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2011 (2015) 2020 SATURDAY PEAK HOUR YEAR 2011 (2015) 2020 LoS v/c LoS v/c NB St. Laurent F (F) F 1.40 (1.55) 1.63 - - NB Through - St. Laurent F (F) F 1.53 (1.59) 1.67 - - SB St. Laurent E (F) F 0.99 (1.03) 1.08 - - SB Through - St. Laurent F (F) F 1.03 (1.07) 1.12 - - EB - Industrial A (A) A 0.46 (0.48) 0.51 - - EB Through - Industrial E (F) F 0.97 (1.04) 1.09 - - WB - Industrial F (F) F 1.13 (1.17) 1.23 - - WB /Through - Industrial F (F) F 1.17 (1.24) 1.30 - - Total Intersection LoS F (F) F 1.80 (2.11) 2.27 - - St. Laurent Boulevard and Belfast Road Intersection The intersection of St. Laurent Boulevard and Belfast Road is controlled by traffic signals, with St. Laurent Boulevard forming the northbound and southbound approaches and Belfast Road the eastbound and westbound approaches. All approaches have a channelized right turn lane. The 2010 and 2011 traffic counts from the City of Ottawa determined that the St. Laurent/Belfast intersection functioned at a LoS A for both the weekday peak PM hour and Saturday peak hour. Following the development of Phase 3, the intersection would function at a LoS B during the 2015 and 2020 peak PM hour and a LoS A during the 2015 and 2020 Saturday peak hour. There would be no requirement for modifications to the intersection due to the

26 development. Table 4.9 summarizes the operation of the intersection, with the analysis sheets provided as Exhibits 39 to 44. TABLE 4.9 ST. LAURENT/BELFAST LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK PM HOUR YEAR 2010 (2015) 2020 SATURDAY PEAK HOUR YEAR 2011 (2015) 2020 LoS v/c LoS v/c NB St. Laurent A (A) A 0.22 (0.23) 0.25 A (A) A 0.31 (0.34) 0.36 NB Through - St. Laurent A (B) B 0.60 (0.63) 0.66 A (B) B 0.59 (0.61) 0.64 SB St. Laurent A (A) A 0.13 (0.14) 0.15 A (A) A 0.14 (0.15) 0.16 SB Through - St. Laurent A (A) A 0.38 (0.40) 0.42 A (B) B 0.60 (0.62) 0.65 EB - Belfast A (A) A 0.28 (0.37) 0.39 A (A) A 0.41 (0.50) 0.53 EB Through - Belfast A (A) A 0.19 (0.20) 0.21 A (A) A 0.11 (0.12) 0.13 WB - Belfast B (C) C 0.67 (0.72) 0.76 A (A) A 0.15 (0.15) 0.16 WB Through - Belfast A (A) A 0.38 (0.40) 0.42 A (A) A 0.23 (0.24) 0.25 Total Intersection LoS A (B) B 0.60 (0.65) 0.69 A (A) A 0.54 (0.58) 0.60 4.4 Site Circulation The site plan provides an efficient movement of vehicles through the site and at the three accesses from the parking lot to the municipal road system. Direct access to Trainyards Drive, Belfast Road and Industrial Avenue would be from full movement signalized intersections. Pedestrian movement throughout the site would be from an internal sidewalk system and cross walks which would provide the safe movement of pedestrians. 4.5 Pedestrian, Cycling, and Transit Facilities The proposed development has provided sidewalks linking the stores and the development to the existing sidewalk along the north side of Industrial Avenue and east side of Trainyards Drive. A sidewalk is also provided along the new Belfast Road access to Belfast Road. Cycling traffic will be accommodated along the internal road system with direct connection to the mixed use pathway located along the east side of Trainyards Drive between Belfast Road and Industrial Avenue.

27 The site is service by regular transit route 121 which travels along Belfast Road and through the site along the Belfast Road bus access to Industrial Avenue at Russell Road. The route provides access to additional service routes at Hurdman Station and additional routes along St. Laurent Boulevard. 5. FINDINGS AND RECOMMENDATIONS The Ottawa Train Yards Inc. has prepared a Site Plan showing additional retail on the lands east of Trainyards Drive. The development is Phase 3 of the shopping centre and would comprise of various retail pads which front onto Industrial Avenue. The development proposes a new full movement access onto Industrial Avenue, and would utilize the existing Trainyards Drive access and share the new Belfast Road access constructed by the City of Ottawa for access to the new articulated bus garage. The development is expected to be completed and substantially occupied by the year 2015. The report is being prepared in support of the Site Plan Application. The findings and recommendations of the study are summarized in the following: 1) The proposed development would generate 322 new weekday peak PM hour trips and 422 new trips during the Saturday peak hour. Some of these trips would be shared with other retail within the Ottawa Train Yards shopping centre. 2) The proposed Phase 3 development will include the construction of a new full movement access point onto Industrial Avenue, and a connection to the Belfast Road access which has been constructed by the City of Ottawa and will be shared with OC Transpo buses. The additional accesses onto Industrial Avenue and Belfast Road will reduce the traffic volumes onto Trainyards Drive from both Phase 2 and 3 of the shopping centre. 3) The traffic analysis for Phase 3 of the Ottawa Train Yards shopping centre examined the impact of the development on the surrounding roads at build out of the development at the year 2015, and at a period of five years beyond build out at the year 2020. The time period of the analysis was the weekday peak PM hour and the Saturday peak hour which was considered to generate the highest volume of site trips. 4) The analysis examined intersections and site access points within approximately one kilometre of the development, and assessed the impact of the expected site generated trips at the intersections. The study determined roadway improvements at the following intersections: Proposed Site Access onto Industrial Avenue Addition of traffic control signals. Site Access (Railmarket Private) onto Trainyards Drive Adjust signal timing plan.

28 Industrial Avenue and Trainyards Drive Intersection Adjust signal timing plan. Industrial Avenue and Russell Road Intersection Adjust signal timing plan. 5) A Check List is provided in the Appendix as Exhibit 45. Prepared by: David J. Halpenny, P. Eng.

29 APPENDIX TRAFFIC SIGNAL WARRANT ANALYSIS OPERATIONAL ANALYSIS WORK SHEETS TRANSPORTATION IMPACT STUDY CHECK LIST

30 EXHIBIT 1 YEAR 2020 TRAFFIC SIGNAL WARRANT ANALYSIS Site Access/Industrial

31 EXHIBIT 2 YEAR 2015 PEAK PM HOUR ANALYSIS Site Access/Industrial Inter.: Industrial/Site Access Period: Peak PM Hour Year: Year 2015 E/W St: Industrial Avenue N/S St: Site Access No. Lanes 0 2 0 0 2 0 0 0 0 1 0 1 LGConfig LT TR L R Volume 31 1169 834 100 99 32 Lane Width 3.6 3.6 3.6 3.6 RTOR Vol 0 15 EB P NB Thru P Thru Peds Peds X WB SB A Thru P Thru P A NB EB SB WB Green 55.6 27.0 Yellow 3.7 3.3 All Red 2.7 2.7 Cycle Length: 95.0 secs Thru LT 1305 2933 # 0.44 0.60 1747 0.75 Thru TR 1016 3228 0.31 0.60 1923 0.53 Thru L 108 1710 # 0.06 0.29 504 0.21 Thru R 18 1530 0.01 0.29 451 0.04 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.51 Total lost time per cycle, L = 10.40 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.57

32 EXHIBIT 3 YEAR 2015 PEAK SATURDAY HOUR ANALYSIS Site Access/Industrial Inter.: Industrial/Site Access Period: Peak Saturday Hour Year: Year 2015 E/W St: Industrial Avenue N/S St: Site Access No. Lanes 0 2 0 0 2 0 0 0 0 1 0 1 LGConfig LT TR L R Volume 42 559 624 113 107 38 Lane Width 3.6 3.6 3.6 3.6 RTOR Vol 0 15 EB P NB Thru P Thru Peds Peds X WB SB A Thru P Thru P A NB EB SB WB Green 59.6 27.0 Yellow 3.7 3.3 All Red 2.7 2.7 Cycle Length: 99.0 secs Thru LT 654 2810 0.23 0.61 1720 0.38 Thru TR 801 3293 # 0.24 0.61 2016 0.40 Thru L 116 1710 # 0.07 0.28 484 0.24 Thru R 25 1530 0.02 0.28 433 0.06 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.31 Total lost time per cycle, L = 10.40 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.35

33 EXHIBIT 4 YEAR 2020 PEAK PM HOUR ANALYSIS Site Access/Industrial Inter.: Industrial/Site Access Period: Peak PM Hour Year: Year 2020 E/W St: Industrial Avenue N/S St: Site Access No. Lanes 0 2 0 0 2 0 0 0 0 1 0 1 LGConfig LT TR L R Volume 31 1222 873 100 99 32 Lane Width 3.6 3.6 3.6 3.6 RTOR Vol 0 15 EB P NB Thru P Thru Peds Peds X WB SB A Thru P Thru P A NB EB SB WB Green 55.6 27.0 Yellow 3.7 3.3 All Red 2.7 2.7 Cycle Length: 95.0 secs Thru LT 1362 2929 # 0.47 0.60 1745 0.78 Thru TR 1058 3229 0.33 0.60 1924 0.55 Thru L 108 1710 # 0.06 0.29 504 0.21 Thru R 18 1530 0.01 0.29 451 0.04 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.53 Total lost time per cycle, L = 10.40 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.59

34 EXHIBIT 5 YEAR 2020 PEAK SATURDAY HOUR ANALYSIS Site Access/Industrial Inter.: Industrial/Site Access Period: Peak Saturday Hour Year: Year 2020 E/W St: Industrial Avenue N/S St: Site Access No. Lanes 0 2 0 0 2 0 0 0 0 1 0 1 LGConfig LT TR L R Volume 42 579 648 113 107 38 Lane Width 3.6 3.6 3.6 3.6 RTOR Vol 0 15 EB P NB Thru P Thru Peds Peds X WB SB A Thru P Thru P A NB EB SB WB Green 59.6 27.0 Yellow 3.7 3.3 All Red 2.7 2.7 Cycle Length: 99.0 secs Thru LT 675 2806 0.24 0.61 1718 0.39 Thru TR 827 3295 # 0.25 0.61 2017 0.41 Thru L 116 1710 # 0.07 0.28 484 0.24 Thru R 25 1530 0.02 0.28 433 0.06 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.32 Total lost time per cycle, L = 10.40 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.36

35 EXHIBIT 6 YEAR 2015 PEAK PM HOUR ANALYSIS Site Access/Belfast Inter.: Belfast/Site Access Period: Peak PM Hour Year: Year 2015 E/W St: Belfast Road N/S St: Site Access (OC Transpo Access) No. Lanes 0 1 0 1 1 0 1 0 1 1 0 1 LGConfig TR L T L R L R Volume 392 98 128 352 73 68 104 66 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 40 0 EB NB A Thru P Thru P A WB A P SB A Thru A P Thru A Peds X X Peds X NB EB SB WB Green 15.2 49.3 15.6 Yellow 3.3 3.3 3.3 All Red 2.5 3.4 3.1 Cycle Length: 99.0 secs Thru TR 533 1549 # 0.34 0.51 787 0.68 139 1425 # 0.10 0.222 317 0.44 0 474 0.00 0.566 268 0.00 L 139 0.79 585 0.24 Thru T 383 1714 0.22 0.78 1335 0.29 L 79 1103 0.07 0.17 185 0.43 Thru R 30 1275 0.02 0.17 214 0.14 L 113 902 # 0.13 0.16 142 0.80 Thru R 72 808 0.09 0.16 127 0.57 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.57 Total lost time per cycle, L = 12.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.65

36 EXHIBIT 7 YEAR 2015 PEAK SATURDAY HOUR ANALYSIS Site Access/Belfast Inter.: Belfast/Site Access Period: Peak Saturday Hour Year: Year 2015 E/W St: Belfast Road N/S St: Site Access (OC Transpo Access) No. Lanes 0 1 0 1 1 0 1 0 1 1 0 1 LGConfig TR L T L R L R Volume 255 86 129 181 43 66 0 0 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 40 0 EB NB A Thru P Thru P A WB A P SB A Thru A P Thru A Peds X X Peds X NB EB SB WB Green 15.2 45.3 12.6 Yellow 3.3 3.3 3.3 All Red 2.5 3.4 3.1 Cycle Length: 92.0 secs Thru TR 370 1697 # 0.22 0.50 854 0.43 140 1693 # 0.08 0.239 405 0.35 0 723 0.00 0.565 409 0.00 L 140 0.80 814 0.17 Thru T 197 1765 0.11 0.79 1402 0.14 L 47 1693 # 0.03 0.15 250 0.19 Thru R 28 1515 0.02 0.15 224 0.13 L 0 902 0.00 0.14 124 0.00 Thru R 0 808 0.00 0.14 111 0.00 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.33 Total lost time per cycle, L = 11.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.37

37 EXHIBIT 8 YEAR 2020 PEAK PM HOUR ANALYSIS Site Access/Belfast Inter.: Belfast/Site Access Period: Peak PM Hour Year: Year 2020 E/W St: Belfast Road N/S St: Site Access (OC Transpo Access) No. Lanes 0 1 0 1 1 0 1 0 1 1 0 1 LGConfig TR L T L R L R Volume 410 98 128 370 73 68 104 66 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 40 0 EB NB A Thru P Thru P A WB A P SB A Thru A P Thru A Peds X X Peds X NB EB SB WB Green 15.2 49.3 15.6 Yellow 3.3 3.3 3.3 All Red 2.5 3.4 3.1 Cycle Length: 99.0 secs Thru TR 553 1555 # 0.36 0.51 790 0.70 139 1425 # 0.10 0.222 317 0.44 0 459 0.00 0.566 260 0.00 L 139 0.79 577 0.24 Thru T 402 1714 0.23 0.78 1335 0.30 L 79 1103 0.07 0.17 185 0.43 Thru R 30 1275 0.02 0.17 214 0.14 L 113 902 # 0.13 0.16 142 0.80 Thru R 72 808 0.09 0.16 127 0.57 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.58 Total lost time per cycle, L = 12.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.66

38 EXHIBIT 9 YEAR 2020 PEAK SATURDAY HOUR ANALYSIS Site Access/Belfast Inter.: Belfast/Site Access Period: Peak Saturday Hour Year: Year 2020 E/W St: Belfast Road N/S St: Site Access (OC Transpo Access) No. Lanes 0 1 0 1 1 0 1 0 1 1 0 1 LGConfig TR L T L R L R Volume 266 86 129 188 43 66 0 0 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 40 0 EB NB A Thru P Thru P A WB A P SB A Thru A P Thru A Peds X X Peds X NB EB SB WB Green 15.2 45.3 12.6 Yellow 3.3 3.3 3.3 All Red 2.5 3.4 3.1 Cycle Length: 92.0 secs Thru TR 382 1698 # 0.22 0.50 855 0.45 140 1693 # 0.08 0.239 405 0.35 0 709 0.00 0.565 401 0.00 L 140 0.80 806 0.17 Thru T 204 1765 0.12 0.79 1402 0.15 L 47 1693 # 0.03 0.15 250 0.19 Thru R 28 1515 0.02 0.15 224 0.13 L 0 902 0.00 0.14 124 0.00 Thru R 0 808 0.00 0.14 111 0.00 Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.34 Total lost time per cycle, L = 11.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.38