HILTON GARDEN INN HOTEL HOTEL EXPANSION 2400 ALERT ROAD, OTTAWA TRANSPORTATION BRIEF. Prepared for:

HILTON GARDEN INN HOTEL HOTEL EXPANSION 2400 ALERT ROAD, OTTAWA TRANSPORTATION BRIEF Prepared for: Bona Building & Management Co. Ltd. Place Vanier, 333 North River Road Vanier, Ontario K1L 8B9 October 29, 2012 112-563 Report_2.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. EXISTING ROADS AND INTERSECTIONS... 3 3. PROPOSED HOTEL EXPANSION... 5 3.1 Trip Generation... 8 4. TRANSPORTATION IMPACT... 9 4.1 Background Traffic Volumes... 11 4.2 Total Traffic Volumes... 11 4.3 Traffic Analysis... 16 4.4 Pedestrian, Transit Facilities, and Cycling... 20 5. FINDINGS AND RECOMMENDATIONS... 21 APPENDIX... 23 LIST OF FIGURES 1.1 SITE LOCATION PLAN... 2 2.1 ROADWAY LANE ARRANGEMENT... 4 2.2 2012 PEAK AM AND PM HOUR TRAFFIC COUNTS... 6 3.1 CONCEPTUAL SITE PLAN... 7 3.2 PEAK AM AND PM HOUR SITE GENERATED TRIPS... 10 4.1 2014 PEAK AM AND PM HOUR BACKGROUND TRAFFIC... 12 4.2 2019 PEAK AM AND PM HOUR BACKGROUND TRAFFIC... 13 4.3 2014 PEAK AM AND PM HOUR TOTAL TRAFFIC... 14 4.4 2019 PEAK AM AND PM HOUR TOTAL TRAFFIC... 15 LIST OF TABLES 3.1 EXISTING SITE TRIPS... 8 3.2 TRIP GENERATION RATES... 8 3.3 SITE GENERATED TRIPS... 8 4.1 HILTON GARDENS INN ACCESS/ALERT LoS & 95 th Percentile Queue... 16 4.2 ALERT/THAD JOHNSON LoS & 95 th Percentile Queue... 17 4.3 ALERT/UPLANDS (LESTER) LoS and Volume/Capacity (v/c)... 18 4.4 COLLISION SUMMARY... 19 4.5 UPLANDS/AIRPORT PARKWAY LoS and Volume/Capacity (v/c)... 20

HILTON GARDEN INN HOTEL HOTEL EXPANSION 2400 ALERT ROAD, OTTAWA TRANSPORTATION BRIEF 1. BACKGROUND The Hilton Garden Inn Hotel is located at the southwest corner of the intersection of Alert Road and Uplands Drive (Lester Road) in the Gloucester (Airport) Industrial Park which borders the Macdonald-Cartier Ottawa International Airport. The hotel, which was constructed in 2006, has a municipal address of 2400 Alert Road. The existing hotel contains 159 guest rooms, restaurant and convention facilities. The entrance to the hotel is from Alert Road, with a second access point on Thad Johnson Private which provides entering and exiting to the site. Figure 1.1 shows the location of the Hilton Garden Inn Hotel. A Site Plan Application has been prepared which would propose an expansion to the existing hotel. The expansion would include an additional 128 guest rooms and an expansion to the existing restaurant. The expansion is expected to be completed and open to guests by the year 2014. The firm of D. J. Halpenny & Associates Ltd. has been retained by Bona Building & Management Co. Ltd., the project management company, to prepare a report for the project. The would examine the impact of the expected additional trips resulting from the expansion of the hotel. 1.1 Purpose and Scope of Work The purpose of the will be to examine the roads and intersections within the study area, and to determine the impact of the site generated trips from the proposed expansion of the Hilton Garden Inn Hotel. The study is required as part of the Site Plan Application for the development. The hotel expansion will consist of additional guest rooms. The clientele of the hotel are typically business people who want to be close to the airport. The hotel has conference facilities which would mainly be used during the weekdays by business people. Due to the location of the hotel and type of clientele, the peak hour traffic is expected to peak during the weekday peak AM and PM hours of the adjacent roads. The actual peak will be determined from traffic counts at the Hotel accesses during the weekday morning and afternoon hours. The analysis years will be at the completion of the hotel expansion in 2014, and five years beyond completion at the year 2019. The analysis will examine the operation of the proposed site entrance from Alert Road, the Alert/Thad Johnson intersection, Alert/Uplands intersection, and the Uplands/Airport Pkwy southbound off ramp intersection. The

2 FIGURE 1.1 SITE LOCATION PLAN

3 report will follow the City of Ottawa guidelines as documented in the Transportation Impact Assessment Guidelines dated October 2006. 2. EXISTING ROADS AND INTERSECTIONS The Hilton Garden Inn Hotel is located at 2400 Alert Road. Alert Road is a two lane rural local road with a posted speed limit of 60 km./h. There are no sidewalks along the road. The hotel will have an entrance/exit onto Thad Johnson Private at the south limit of the site. Thad Johnson Private is a two lane road which is the entrance to the Gloucester (Airport) Industrial Park. The road has no exit and terminates at a cul-de-sac at the west limit of the road. Thad Johnson Private has a posted speed limit of 40 km./h. The road has a rural cross section with no sidewalks. The north limit of the hotel site borders Uplands Drive, which changes to Lester Road east of Alert Road. Both Uplands Drive and Lester Road are arterial roads in the vicinity of the hotel site. The roads have a posted speed limit of 60 km./h. Uplands Drive and Lester Road have one westbound lane and two eastbound lanes in the vicinity of the site. The two eastbound lanes are currently being constructed to accommodate the double left turn movement from the intersection of the southbound Airport Parkway off ramp and Uplands Drive. There are no sidewalks along Uplands Drive or Lester Road, but cycling lanes are being constructed within the project limits of the roadway modifications. The hotel has an entrance from Alert Road which is located approximately 95 meters south of the Alert/Uplands intersection. The hotel entrance forms the west approach of the intersection (entrance only), the private entrance to the NRC Centre for Surface Transportation Technology forms the east approach, and Alert Road forms the north and south approaches. The intersection is controlled by a stop sign at the east (westbound) NRC access. There are no exclusive turn lanes at the intersection. Although the Hilton Garden Inn Hotel s access onto Alert Road is signed Entrance Only, the traffic counts did show some vehicles exiting the site onto Alert Road. The intersection of Alert Road and Thad Johnson Private is a T intersection with Alert Road forming the northbound and southbound intersection approaches, and Thad Johnson Private the eastbound stop controlled approach. There are no exclusive turn lanes at the intersection. The intersection of Uplands Drive and Alert Road is controlled by traffic signals with Uplands Drive forming the eastbound approach, Lester Road the westbound approach, Alert Road the northbound approach, and the northbound Airport Parkway on/off ramps the southbound approach. At the time this report was prepared, the City of Ottawa was completing roadway modifications along Uplands Drive between the southbound Airport Parkway on ramp to the west, to a point just east of Alert Road. The roadway modifications comprise of the addition of an eastbound though lane which was required to receive traffic from the double left turn movement which was constructed at the southbound Airport Parkway off ramp. Figure 2.1 shows the lane movements within the study area. The lane configuration for the Alert/Uplands intersection is as follows:

4 FIGURE 2.1 ROADWAY LANE ARRANGEMENT

5 Northbound Alert Road Approach - Southbound Airport Pkwy Approach - Eastbound Uplands Drive Approach - Westbound Lester Road Approach - One left turn lane One shared through/right lane One left turn lane One through lane One channelized right turn lane One left turn lane One through lane One shared through/right lane One left turn lane One through lane One channelized right turn lane The intersection of Uplands Drive and the southbound Airport Parkway off ramp is located approximately 200 meters west of the Alert/Uplands intersection. The intersection is controlled by traffic signals with Uplands Drive forming the eastbound and westbound approaches and the Airport Parkway off ramp the southbound approach. The City has recently modified the intersection to include a double left turn lane at the southbound off ramp approach. The following is the lane configuration for the intersection which is also shown in Figure 2.1: Southbound Airport Pkwy Approach - Eastbound Uplands Drive Approach - Westbound Uplands Drive Approach - Two left turn lanes One channelized right turn lane Two through lanes One through lane Figure 2.2 shows the existing 2012 weekday peak AM and PM hour traffic counts. 3. PROPOSED HOTEL EXPANSION The existing Hilton Garden Inn Hotel was constructed in 2006 and contains 159 guest rooms in an eight storey building. The hotel also included conference and restaurant facilities. The existing hotel provided 172 parking spaces with an entrance from Alert Road and an entrance/exit from Thad Johnson Private. The owners of the hotel have proposed an expansion to the existing hotel. The area of the site will be approximately 1.986 hectares (4.908 acres). The expansion will provide an additional 128 guest rooms and an expansion to the existing restaurant. The hotel will have 318 parking spaces which include 4 barrier free parking spaces and 6 spaces in the existing hotel basement. The site will retain the existing hotel entrance from Alert Road and the entrance/exit from Thad Johnson Private. The hotel lands are currently zoned T1A which will support the proposed hotel expansion. The lands surrounding the site are mainly commercial, with the NRC Centre for Surface Transportation Technology to the east of the site, and the Gloucester (Airport) Industrial Park to the south which includes the First Air Freight and Federal Express facilities. The expansion of the hotel is expected to be completed and open for guests by the year 2014. Figure 3.1 shows a conceptual site plan of the expansion of the Hilton Garden Inn.

6 FIGURE 2.2 2012 PEAK AM AND PM HOUR TRAFFIC COUNTS

7 FIGURE 3.1 CONCEPTUAL SITE PLAN

8 3.1 Trip Generation The expected site generated trips from the expansion of the Hilton Garden Inn Hotel was determined using the existing number of guest rooms and site trips entering and exiting the site during the October 10, 2012 peak AM and PM hour traffic counts. The counts determined that for a 159 room hotel, the peak hour trips shown in Table 3.1 occurred between 7:30 and 8:30 AM, and between 4:30 and 5:30 PM. TABLE 3.1 EXISTING SITE TRIPS LAND USE WEEKDAY PEAK AM HOUR WEEKDAY PEAK PM HOUR Total Enter Exit Total Enter Exit 159 Guest Rooms 79 38 (48%) 41 (52%) 81 41 (51%) 40 (49%) The actual traffic counts were utilized to determine the trip generation rates for the additional rooms of the expansion. The trip counts would account for the location of the hotel, type of clientele, and use by other modes of transit such as hotel shuttle, taxi, public transit etc. The calculated trip generation rates are shown in Table 3.2. TABLE 3.2 TRIP GENERATION RATES LAND USE Weekday Peak AM hr. TRIP RATES Weekday Peak PM hr. Hilton Garden Inn Hotel 0.50 Trips/Guest Room 0.51 Trips/Guest Room The trips generation rates from Table 3.2 were applied to the 128 room hotel expansion, 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 Hilton Hotel Expansion 64 31 (48%) 33 (52%) 65 33 (51%) 32 (49%)

9 The Hilton Garden Inn Hotel is located in close proximity to the Macdonald-Cartier Ottawa International Airport. The type of clientele of the hotel is mainly business men and women who want accessibility to the airport, commercial businesses, and access to the downtown area. The distribution of site generated trips was therefore established by examining the volume of traffic from the 2012 traffic counts, the location of commercial districts, and accessibility to roads which lead to/from the downtown area and commercial districts. The study has assumed the following distribution of traffic: To/From the Airport 40% To/From Uplands Drive 20% To/From Lester Road 20% To/From Airport Parkway 20% The study has distributed the expected additional hotel trips presented in Table 3.3 to the above distribution. The weekday peak AM and PM hour site generated trips are shown in Figure 3.2. 4. TRANSPORTATION IMPACT The study will examine the operation of the hotel entrance 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 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 Transportation Impact Study Assessment Guidelines, October 2006. The following relates the level of service with the volume to capacity ratio at each lane movement.

10 FIGURE 3.2 PEAK AM AND PM HOUR SITE GENERATED TRIPS

11 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 are not associated with the proposed expansion to the Hilton Garden Inn Hotel. The future background traffic volumes were determined for the expected completion of the hotel expansion at the year 2014, and at the year 2019 which represents five years beyond completion. The surrounding area of the site has not experience much new development with the exception of the CE Centre which was opened in 2011. Much of the traffic growth along Uplands Drive and Lester Road will be the result of traffic from development south and east of the site as shown in the City of Ottawa Official Plan. Traffic along Alert Road and Thad Johnson Private would essentially remain the same unless new development was to take place. To estimate the growth in background traffic, the study has examined historical traffic counts taken by the City of Ottawa at the intersection of Alert Road and Uplands Drive. The counts taken on July 27, 2000 and August 22, 2012 determined that the annual growth in traffic was approximately 2.65 percent. The study has assumed an annual growth of 2.5 percent for the traffic along Uplands Drive, Lester Road and the on/off ramps of the Airport Parkway. The background traffic along Alert Road and Thad Johnson Private were increased at an annual rate of 1 percent due to little potential development. The following are the growth factors for the background traffic which were applied to the 2012 traffic counts presented in Figure 2.1: To 2014 To 2019 2012 Counts at 2.5 % annual growth 1.051 1.189 2012 Counts at 1.0 % annual growth 1.020 1.072 Figure 4.1 shows the expected year 2014 background traffic volumes for the weekday peak AM and PM hours, and Figure 4.2 the year 2019 peak hour background traffic volumes. 4.2 Total Traffic Volumes The total future peak hour traffic volumes including the expected trips from the hotel expansion were determined by the sum of the background traffic volumes (Figure 4.1 for the 2014 volumes and Figure 4.2 for the 2019 volumes) and the expected site generated trips (Figure 3.2). The result would be the expected total 2014 weekday peak AM and PM hour traffic volumes shown in Figure 4.3, and the total 2019 total traffic volumes shown in Figure 4.4.

12 FIGURE 4.1 2014 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

13 FIGURE 4.2 2019 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

14 FIGURE 4.3 2014 PEAK AM AND PM HOUR TOTAL TRAFFIC

15 FIGURE 4.4 2019 PEAK AM AND PM HOUR TOTAL TRAFFIC

16 4.3 Traffic Analysis The traffic analysis has been performed for the existing weekday peak AM and PM hour traffic counts and for the expected traffic volumes during the peak hours at the completion of the hotel in 2014, and at the year 2019 which represents five years beyond the completion of the hotel expansion. The has examined the operation of the intersections listed below which will be discussed in detail in the following sections: Hotel Entrance from Alert Road Alert Road and Thad Johnson Private Alert Road and Uplands Drive (Lester Road) Uplands Drive and Airport Parkway Southbound Off Ramp Hilton Gardens Inn Access and Alert Road Intersection The access to the Hilton Gardens Inn Hotel is signed as an Entrance Only from Alert Road. The entrance forms the west approach and the NRC private access the east (westbound) approach. Alert Road forms both the northbound and southbound approaches. The intersection is controlled by a stop sign at the westbound NRC private approach. The 2012 traffic counts determined that all approaches functioned at a Level of Service (LoS) A with the exception of the hotel access. Although the hotel access is signed only as an entrance, some vehicles were observed exiting the site. The delay exiting the site at the hotel access resulted in the hotel approach to function at a LoS B. Table 4.1 summarizes the operation of the intersection with the operational analysis sheets provided in the Appendix as Exhibit 1 for the 2012 peak AM hour and Exhibit 2 for the peak PM hour. TABLE 4.1 HILTON GARDENS INN ACCESS/ALERT LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HR. YEAR 2012 2014 (2019) WEEKDAY PEAK PM HR. YEAR 2012 2014 (2019) LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Through/ Alert A A (A) 0.00 0.00 (0.00) A A (A) 0.00 0.00 (0.00) SB Left/Through/ Alert A A (A) 0.04 0.04 (0.04) A A (A) 0.00 0.00 (0.00) WB Left/Through/ NRC Access A A (B) 0.01 0.01 (0.01) A A (A) 0.05 0.05 (0.05) EB Left/Through/ Hilton access * B - - 0.00 - - B - - 0.00 - - * The Hilton access is signed Entrance Only. The 2014 and 2019 analysis has not assigned any traffic exiting at the eastbound movement of this approach.

17 For the expected traffic volumes at the year 2014, all approaches functioned at a LoS A during the peak AM and PM hours. The hotel entrance was assumed to be restricted to only traffic entering the site with all hotel trips exiting onto Thad Johnson Private. The Thad Johnson Private hotel access allows traffic to enter and exit the site. The analysis has however, assumed that all traffic entering the site would be from the Alert/Uplands intersection and would access the Alert Road hotel entrance. Table 4.1 summarizes the 2014 operation of the intersection following the completion of the expansion. The operational analysis summary sheets are provided as Exhibits 3 and 4. At the year 2019, the northbound and southbound Alert Road approaches would function at a LoS A during the AM and PM hours. The westbound NRC private access would function at a LoS B during the peak AM hour and a LoS A during the peak PM hour. Table 4.1 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 5 for the 2019 peak AM hour and Exhibit 6 for the peak PM hour. Alert Road and Thad Johnson Private Intersection The Alert/Thad Johnson intersection is a T intersection with the Alert Road forming the northbound and southbound approaches, and the Thad Johnson Private approach forming the stop controlled eastbound approach. All trips exiting the hotel site would be onto Thad Johnson Private and to the eastbound approach of the Alert/Thad Johnson intersection. The intersection currently functions at a LoS A at all approaches during the peak AM and PM hours for the 2012 traffic counts. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided in the Appendix as Exhibit 7 for the peak AM hour and Exhibit 8 for the peak PM hour. TABLE 4.2 ALERT/THAD JOHNSON LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HR. YEAR 2012 2014 (2019) WEEKDAY PEAK PM HR. YEAR 2012 2014 (2019) LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Through Alert A A (A) 0.00 0.00 (0.00) A A (A) 0.00 0.00 (0.00) EB Left/ Thad Johnson A A (A) 0.27 0.44 (0.45) A A (A) 0.00 0.00 (0.00) At the year 2014 which is when the hotel expansion is expected to be completed, the intersection approaches will continue to function at a LoS A during both the peak AM and PM hours. Table 4.2 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 9 and Exhibit 10. At the year 2019, all approaches would function at a LoS A during the peak AM and PM hours. Table 4.2 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 11 for the peak AM hour and Exhibit 12 for the peak PM hour. The

18 eastbound Thad Johnson Private approach would experience a 95 th percentile queue of 0.45 vehicles during the 2019 peak AM hour. Alert Road and Uplands Drive Intersection The intersection of Alert Road and Uplands Drive is controlled by traffic signals. Uplands Drive forms the eastbound approach, Lester Road the westbound approach, Alert Road the northbound approach, and the northbound Airport Parkway on/off ramps the southbound approach. At the time this report is being prepared, the intersection is being modified to include an additional eastbound Uplands Drive lane. The lane configuration used in the analysis was the modified configuration which is being completed and is shown in Figure 2.1 and discussed in Section 2. of this report. Using the 2012 traffic counts and traffic signal timing plan obtained from the City of Ottawa, all approaches to the intersection functioned at a LoS A during the peak AM and PM hours. Table 4.3 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 13 and Exhibit 14. TABLE 4.3 ALERT/UPLANDS (LESTER) LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HR. YEAR 2012 2014 (2019) WEEKDAY PEAK PM HR. YEAR 2012 2014 (2019) LoS v/c LoS v/c EB Left Uplands A A (A) 0.06 0.06 (0.07) A A (A) 0.07 0.07 (0.08) EB Through/ Uplands A A (A) 0.23 0.22 (0.24) A A (A) 0.40 0.42 (0.47) WB Left Lester A A (A) 0.23 0.22 (0.25) A A (A) 0.20 0.25 (0.31) WB Through Lester A A (A) 0.58 0.53 (0.60) A A (A) 0.28 0.29 (0.33) WB Lester A A (B) 0.55 0.53 (0.64) A A (A) 0.17 0.19 (0.22) NB Left Alert A A (A) 0.09 0.19 (0.19) A A (A) 0.20 0.26 (0.27) NB Through/ Alert A A (A) 0.09 0.16 (0.16) A A (A) 0.31 0.34 (0.36) SB Left Airport Parkway A A (A) 0.07 0.10 (0.11) A A (A) 0.29 0.31 (0.36) SB Through Airport Parkway A A (A) 0.03 0.07 (0.08) A A (A) 0.02 0.05 (0.06) Intersection Level of Service A A (A) 0.39 0.42 (0.50) A A (A) 0.37 0.40 (0.44) At the year 2014 when the Hilton Garden Inn Hotel expansion is completed, the intersection will continue to operate at a LoS A during the weekday peak AM and PM hours following an

19 adjustment to the peak AM hour signal timing plan. Table 4.3 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 15 for the peak AM hour and Exhibit 16 for the peak PM hour. At the year 2019 which represents five years following the completion of the expansion, the Alert/Uplands intersection would function at a LoS A during both the peak AM and PM hours. All movements at the approaches would function at a LoS A as shown in Table 4.3 with the exception of the westbound Lester Road right turn movement which would function at a LoS B during the peak AM hour. The operational analysis sheets are provided in the Appendix as Exhibit 17 and Exhibit 18. Collision data was obtained from the City of Ottawa for the intersection of Alert Road and Uplands Drive (Lester Road). The accident reports were obtained over a three year period between January 1, 2009 and January 1, 2012. Table 4.4 summarizes the collision data of reported accidents which determined that during the three year time period, the Alert/Uplands intersection experienced 19 reported collisions. The data would not suggest any requirement for modifications to the intersection to improve safety. The addition of an eastbound Uplands Drive through lane may reduce the number of rear end collisions and possibly some turning movement collisions. The collision data from the City of Ottawa is presented as Exhibit 19 in the Appendix. TABLE 4.4 COLLISION SUMMARY COLLISION DATA Alert Road and Uplands Drive (Lester Road) Intersection Year Rear-End Angular Turning Other Total 2009 2 3 2 0 7 2010 2 0 2 1 5 2011 4 2 1 0 7 The Hilton Garden Inn Hotel entrance is located approximately 95 meters from the Alert/Uplands, or a distance of 75 meters from the stop bar at the northbound Alert Road approach and the entrance to the hotel. Using a traffic signal cycle length of 100 seconds, the northbound Alert Road left turn queue would be approximately 28 meters which can be accommodated in the minimum 40 meter left turn lane provided. The northbound Alert Road approach queue would not interfere with the operation of the hotel entrance. Uplands Drive and Southbound Airport Parkway Off Ramp Intersection The intersection of Uplands Drive and the southbound off ramp of the Airport Parkway is located approximately 200 meters west of the Alert/Uplands intersection. The Uplands/Airport Parkway intersection is controlled by traffic signals, with Uplands Drive forming the eastbound

20 and westbound approaches, and the Airport Parkway off ramp the southbound approach. The recent roadway modifications of the additional eastbound Uplands Drive through lane was to accommodate the southbound off ramp double left turn movement which has just been completed. The lane configuration is shown in Figure 2.1. The operational analysis for the existing 2012 traffic counts and traffic signal timing plan determined that the intersection currently functions at a LoS A during both the peak AM and PM hours. Table 4.5 shows the operation of the intersection with the analysis sheets provided as Exhibits 20 and 21. TABLE 4.5 UPLANDS/AIRPORT PARKWAY LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HR. YEAR 2012 2014 (2019) WEEKDAY PEAK PM HR. YEAR 2012 2014 (2019) LoS v/c LoS v/c EB Through Uplands A A (A) 0.15 0.14 (0.16) A A (A) 0.32 0.28 (0.30) WB Through Uplands A A (A) 0.51 0.50 (0.57) C C (C) 0.80 0.72 (0.76) SB Left Airport Parkway A A (A) 0.24 0.33 (0.38) A A (B) 0.40 0.50 (0.61) Intersection Level of Service A A (A) 0.42 0.46 (0.52) A B (B) 0.57 0.61 (0.69) At the year 2014 when the hotel expansion is expected to be completed, the overall intersection level of service is expected to operate at a LoS A during the peak AM hour and a LoS B during the peak PM hour following an adjustment to the signal timing. Table 4.5 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 22 for the peak AM hour and Exhibit 23 for the peak PM hour. Following an adjustment to the traffic signal timing, the intersection is expected to operate at an overall LoS A during the 2019 peak AM hour with all approaches functioning at a LoS A. During the peak PM hour the intersection is expected to operate at an overall LoS B, with the eastbound approach functioning at a LoS A, the westbound approach at a LoS C, and southbound approach at a LoS B. Table 4.5 shows the operation of the intersection with the analysis sheets provided as Exhibits 24 and 25. 4.4 Pedestrian, Transit Facilities, and Cycling The existing Hilton Garden Inn Hotel has a pedestrian pathway linking the hotel with a bus stop on the northbound Airport Parkway for Regular Route 97, which travels along the Airport Parkway between the airport and the South Keys transit station. The site has an existing pedestrian path to Alert Road which would give pedestrians access to transit stops for Regular

21 Route 99 and Peak Hour Route 204 which travel along Lester Road. The Site Plan also provides a link to a new pathway under construction along the south side of Uplands Drive. There currently are no sidewalks along Uplands Drive or Lester Road. The City of Ottawa Official Plan (Rapid Transit Network) shows a transit line from the Macdonald-Cartier Ottawa International Airport to a north-south transit line which would place the transit route along the south side of Uplands Drive adjacent to the hotel. When the transit route is constructed, a transit station is expected to be constructed in close proximity to the hotel and Gloucester (Airport) Industrial Park. Transit service is expected to be used mainly by employees and may have little impact on the number of peak hour site generated trips. Observations during the traffic counts did observe many trips by the hotel airport shuttle. There are no cycling lanes along Uplands Drive or Lester Road with the exception of the stretch between Alert Road and the off ramp from the Airport Parkway which is currently undergoing roadway modifications. The City of Ottawa zoning By-laws require 22 bicycle parking spaces which will be provided. 5. FINDINGS AND RECOMMENDATIONS There is a proposal for an expansion to the existing Hilton Garden Inn Hotel at 2400 Alert Road. The expansion will comprise of 128 additional guest rooms and an expansion of the existing restaurant. The expansion of the hotel is expected to be completed by the year 2014. Staff of the City of Ottawa has requested that a be prepared which would examine the impact of the additional site generated traffic on the surrounding roads and intersections. The 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 expansion to the hotel would generate 64 new weekday peak AM hour trips and 65 peak PM hour trips. The expected additional trips were determined utilizing the year 2012 traffic counts and number of guest rooms at the existing Hilton Garden Inn Hotel. 2) The Site Plan proposes an Entrance Only access point from Alert Road and an Entrance/Exit access point onto Thad Johnson Private. 3) The hotel entrance from Alert Road would operate at a good level of service at the year 2019. The Entrance/Alert intersection would not require any roadway modifications due to the hotel expansion. The expected year 2019 queue from the northbound Alert Road approach to the Alert/Uplands intersection would not interfere with the operation of the hotel entrance.

22 4) The intersection of Alert Road and Thad Johnson Private would operate at a good level of service at the year 2019 and would not require any roadway modifications due to the hotel expansion. 5) The intersection of Alert Road and Uplands Drive (Lester Road) is controlled by traffic signals. The City of Ottawa is completing roadway modifications which would comprise of the addition of an eastbound Uplands Drive through lane. The intersection would operate at a good level of service at the year 2019 and would not require any further roadway modifications due to the hotel expansion. 6) The intersection of Uplands Drive and the southbound Airport Parkway off ramp is controlled by traffic signals. The City of Ottawa roadway modifications include the addition of a southbound double left turn lane at the Airport Parkway off ramp, and an additional eastbound Uplands Drive through lane. The intersection would operate at a good level of service at the year 2019 and would not require any further roadway modifications due to the hotel expansion. 7) A Check List is provided in the Appendix as Exhibit 26. Prepared by: David J. Halpenny, P. Eng.

23 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS COLLISION SUMMARY TRANSPORTATION BRIEF CHECK LIST

24 EXHIBIT 1 YEAR 2012 PEAK AM HOUR ANALYSIS Site Access/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Access Analysis Year: October 10, 2012 Project ID: Hilton Garden Inn Expansion East/West Street: Site Access (NRC Access) North/South Street: Alert Road 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 0 78 1 19 143 32 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 84 1 20 155 34 Percent Heavy Vehicles 1 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 3 4 0 0 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 0 3 4 0 0 Percent Heavy Vehicles 0 0 0 1 0 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / Yes /1 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LTR LTR LTR LTR v (vph) 0 20 3 4 C(m) (vph) 1391 1524 981 v/c 0.00 0.01 0.00 95% queue length 0.00 0.04 0.01 Control Delay 7.6 7.4 8.7 10.6 LOS A A A Approach Delay 8.7 10.6 Approach LOS A B

25 EXHIBIT 2 YEAR 2012 PEAK PM HOUR ANALYSIS Site Access/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Access Analysis Year: October 10, 2012 Project ID: Hilton Garden Inn Expansion East/West Street: Site Access (NRC Access) North/South Street: Alert Road 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 0 140 0 1 83 37 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 152 0 1 90 40 Percent Heavy Vehicles 1 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 14 3 0 0 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 0 15 3 0 0 Percent Heavy Vehicles 0 0 0 1 0 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / Yes /1 Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LTR LTR LTR LTR v (vph) 0 1 15 3 C(m) (vph) 1462 1441 900 v/c 0.00 0.00 0.02 95% queue length 0.00 0.00 0.05 Control Delay 7.5 7.5 9.1 10.4 LOS A A A Approach Delay 9.1 10.4 Approach LOS A B

26 EXHIBIT 3 YEAR 2014 PEAK AM HOUR ANALYSIS Site Access/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Access Analysis Year: Year 2014 Project ID: Hilton Garden Inn Expansion East/West Street: Site Access (NRC Access) North/South Street: Alert Road 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 0 116 1 19 146 63 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 126 1 20 158 68 Percent Heavy Vehicles 1 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 3 Peak Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 0 3 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 1 0 Configuration LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LTR LTR LTR v (vph) 0 20 3 C(m) (vph) 1348 1472 930 v/c 0.00 0.01 0.00 95% queue length 0.00 0.04 0.01 Control Delay 7.7 7.5 8.9 LOS A A A Approach Delay 8.9 Approach LOS A

27 EXHIBIT 4 YEAR 2014 PEAK PM HOUR ANALYSIS Site Access/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Access Analysis Year: Year 2014 Project ID: Hilton Garden Inn Expansion East/West Street: Site Access (NRC Access) North/South Street: Alert Road 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 0 178 0 1 84 70 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 193 0 1 91 76 Percent Heavy Vehicles 1 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 14 Peak Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 0 15 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 1 0 Configuration LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LTR LTR LTR v (vph) 0 1 15 C(m) (vph) 1417 1392 854 v/c 0.00 0.00 0.02 95% queue length 0.00 0.00 0.05 Control Delay 7.5 7.6 9.3 LOS A A A Approach Delay 9.3 Approach LOS A

28 EXHIBIT 5 YEAR 2019 PEAK AM HOUR ANALYSIS Site Access/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Access Analysis Year: Year 2019 Project ID: Hilton Garden Inn Expansion East/West Street: Site Access (NRC Access) North/South Street: Alert Road 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 0 118 1 19 152 63 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 128 1 20 165 68 Percent Heavy Vehicles 1 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 3 Peak Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 0 3 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 1 0 Configuration LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LTR LTR LTR v (vph) 0 20 3 C(m) (vph) 1340 1469 927 v/c 0.00 0.01 0.00 95% queue length 0.00 0.04 0.01 Control Delay 7.7 7.5 8.9 LOS A A A Approach Delay 8.9 Approach LOS A

29 EXHIBIT 6 YEAR 2019 PEAK PM HOUR ANALYSIS Site Access/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Access Analysis Year: Year 2019 Project ID: Hilton Garden Inn Expansion East/West Street: Site Access (NRC Access) North/South Street: Alert Road 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 0 183 0 1 89 70 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 198 0 1 96 76 Percent Heavy Vehicles 1 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 0 0 1 0 Configuration LTR LTR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 0 0 14 Peak Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 0 15 Percent Heavy Vehicles 0 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 1 0 Configuration LTR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement 1 4 7 8 9 10 11 12 Lane Config LTR LTR LTR v (vph) 0 1 15 C(m) (vph) 1411 1387 848 v/c 0.00 0.00 0.02 95% queue length 0.00 0.00 0.05 Control Delay 7.6 7.6 9.3 LOS A A A Approach Delay 9.3 Approach LOS A

30 EXHIBIT 7 YEAR 2012 PEAK AM HOUR ANALYSIS Alert/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Thad Johnson Analysis Year: October 10, 2012 Project ID: Hilton Garden Inn Expansion East/West Street: Thad Johnson Private North/South Street: Alert Road 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 0 11 33 110 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 11 35 119 Percent Heavy Vehicles 1 -- -- -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 1 0 Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 68 2 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 73 2 Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 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 LT LR v (vph) 0 75 C(m) (vph) 1433 920 v/c 0.00 0.08 95% queue length 0.00 0.27 Control Delay 7.5 9.4 LOS A A Approach Delay 9.4 Approach LOS A

31 EXHIBIT 8 YEAR 2012 PEAK PM HOUR ANALYSIS Alert/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Thad Johnson Analysis Year: October 10, 2012 Project ID: Hilton Garden Inn Expansion East/West Street: Thad Johnson Private North/South Street: Alert Road 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 0 26 11 72 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 28 11 78 Percent Heavy Vehicles 1 -- -- -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 1 0 Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 114 0 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 123 0 Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 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 LT LR v (vph) 0 123 C(m) (vph) 1513 v/c 0.00 95% queue length 0.00 Control Delay 7.4 9.5 LOS A Approach Delay 9.5 Approach LOS A

32 EXHIBIT 9 YEAR 2014 PEAK AM HOUR ANALYSIS Alert/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Thad Johnson Analysis Year: Year 2014 Project ID: Hilton Garden Inn Expansion East/West Street: Thad Johnson Private North/South Street: Alert Road 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 0 11 34 112 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 11 36 121 Percent Heavy Vehicles 1 -- -- -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 1 0 Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 106 2 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 115 2 Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 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 LT LR v (vph) 0 117 C(m) (vph) 1429 909 v/c 0.00 0.13 95% queue length 0.00 0.44 Control Delay 7.5 9.6 LOS A A Approach Delay 9.6 Approach LOS A

33 EXHIBIT 10 YEAR 2014 PEAK PM HOUR ANALYSIS Alert/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Thad Johnson Analysis Year: Year 2014 Project ID: Hilton Garden Inn Expansion East/West Street: Thad Johnson Private North/South Street: Alert Road 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 0 27 11 73 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 29 11 79 Percent Heavy Vehicles 1 -- -- -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 1 0 Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 151 0 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 164 0 Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 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 LT LR v (vph) 0 164 C(m) (vph) 1512 v/c 0.00 95% queue length 0.00 Control Delay 7.4 9.7 LOS A Approach Delay 9.7 Approach LOS A

34 EXHIBIT 11 YEAR 2019 PEAK AM HOUR ANALYSIS Alert/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Thad Johnson Analysis Year: Year 2019 Project ID: Hilton Garden Inn Expansion East/West Street: Thad Johnson Private North/South Street: Alert Road 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 0 12 35 117 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 13 38 127 Percent Heavy Vehicles 1 -- -- -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 1 0 Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 107 2 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 116 2 Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 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 LT LR v (vph) 0 118 C(m) (vph) 1419 899 v/c 0.00 0.13 95% queue length 0.00 0.45 Control Delay 7.5 9.7 LOS A A Approach Delay 9.7 Approach LOS A

35 EXHIBIT 12 YEAR 2019 PEAK PM HOUR ANALYSIS Alert/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Thad Johnson Analysis Year: Year 2019 Project ID: Hilton Garden Inn Expansion East/West Street: Thad Johnson Private North/South Street: Alert Road 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 0 28 12 77 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 30 13 83 Percent Heavy Vehicles 1 -- -- -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 1 1 0 Configuration LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement 7 8 9 10 11 12 L T R L T R Volume 155 0 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 168 0 Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 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 LT LR v (vph) 0 168 C(m) (vph) 1504 v/c 0.00 95% queue length 0.00 Control Delay 7.4 9.8 LOS A Approach Delay 9.8 Approach LOS A

36 EXHIBIT 13 YEAR 2012 PEAK AM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak AM Hour Year: August 22, 2012 Project ID: Hilton Garden Inn Expansion E/W St: Uplands Drive (Lester Road) N/S St: Alert Road 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 1 1 1 1 0 1 1 0 LGConfig L TR L T R L TR L T Volume 23 247 146 83 474 680 38 33 16 28 18 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 300 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 A Peds X Peds WB Left P SB Left A Thru P Thru A P Peds X Peds NB EB SB WB Green 31.9 21.2 Yellow 3.7 3.3 All Red 2.4 2.5 Cycle Length: 65.0 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 25 662 0.04 0.60 396 0.06 Thru TR 427 3142 0.14 0.60 1880 0.23 Westbound Left L 90 756 0.12 0.51 383 0.23 Thru T 515 1748 # 0.29 0.51 885 0.58 R 413 1485 0.28 0.51 752 0.55 Northbound Left L 41 1301 0.03 0.34 444 0.09 Thru TR 53 1663 # 0.03 0.34 568 0.09 Southbound Left L 30 1263 0.02 0.34 431 0.07 Thru T 20 1748 0.01 0.34 597 0.03 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.33 Total lost time per cycle, L = 9.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.39

37 EXHIBIT 14 YEAR 2012 PEAK PM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak PM Hour Year: August 22, 2012 Project ID: Hilton Garden Inn Expansion E/W St: Uplands Drive (Lester Road) N/S St: Alert Road 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 1 1 1 1 0 1 1 0 LGConfig L TR L T R L TR L T Volume 40 689 64 45 239 177 75 52 88 97 12 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 50 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 A Peds X Peds X WB Left P SB Left A Thru P Thru A P Peds X Peds X NB EB SB WB Green 33.9 19.2 Yellow 3.7 3.3 All Red 2.4 2.5 Cycle Length: 65.0 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 43 1046 0.04 0.63 658 0.07 Thru TR 819 3285 # 0.25 0.63 2067 0.40 Westbound Left L 49 455 0.11 0.54 244 0.20 Thru T 260 1748 0.15 0.54 939 0.28 R 138 1485 0.09 0.54 797 0.17 Northbound Left L 82 1309 0.06 0.31 407 0.20 Thru TR 153 1583 # 0.10 0.31 492 0.31 Southbound Left L 105 1153 0.09 0.31 358 0.29 Thru T 13 1748 0.01 0.31 543 0.02 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.35 Total lost time per cycle, L = 3.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.37

38 EXHIBIT 15 YEAR 2014 PEAK AM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak AM Hour Year: Year 2014 Project ID: Hilton Garden Inn Expansion E/W St: Uplands Drive (Lester Road) N/S St: Alert Road 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 1 1 1 1 0 1 1 0 LGConfig L TR L T R L TR L T Volume 24 260 162 91 498 721 59 41 22 29 30 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 300 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 A Peds X Peds X WB Left P SB Left A Thru P Thru A P Peds X Peds X NB EB SB WB Green 36.9 16.2 Yellow 3.7 3.3 All Red 2.4 2.5 Cycle Length: 65.0 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 26 687 0.04 0.68 464 0.06 Thru TR 459 3136 0.15 0.68 2118 0.22 Westbound Left L 99 759 0.13 0.58 443 0.22 Thru T 541 1748 # 0.31 0.58 1019 0.53 R 458 1485 0.31 0.58 866 0.53 Northbound Left L 64 1286 # 0.05 0.26 340 0.19 Thru TR 69 1656 0.04 0.26 438 0.16 Southbound Left L 32 1244 0.03 0.26 329 0.10 Thru T 33 1748 0.02 0.26 463 0.07 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.36 Total lost time per cycle, L = 9.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.42

39 EXHIBIT 16 YEAR 2014 PEAK PM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak PM Hour Year: Year 2014 Project ID: Hilton Garden Inn Expansion E/W St: Uplands Drive (Lester Road) N/S St: Alert Road 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 1 1 1 1 0 1 1 0 LGConfig L TR L T R L TR L T Volume 42 724 79 52 251 192 96 60 96 102 25 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 50 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 A Peds X Peds X WB Left P SB Left A Thru P Thru A P Peds X Peds X NB EB SB WB Green 33.9 19.2 Yellow 3.7 3.3 All Red 2.4 2.5 Cycle Length: 65.0 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 46 1027 0.04 0.63 646 0.07 Thru TR 873 3278 # 0.27 0.63 2063 0.42 Westbound Left L 57 420 0.14 0.54 226 0.25 Thru T 273 1748 0.16 0.54 939 0.29 R 154 1485 0.10 0.54 797 0.19 Northbound Left L 104 1293 0.08 0.31 402 0.26 Thru TR 169 1586 # 0.11 0.31 493 0.34 Southbound Left L 111 1136 0.10 0.31 353 0.31 Thru T 27 1748 0.02 0.31 543 0.05 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.37 Total lost time per cycle, L = 3.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.40

40 EXHIBIT 17 YEAR 2019 PEAK AM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak AM Hour Year: Year 2019 Project ID: Hilton Garden Inn Expansion E/W St: Uplands Drive (Lester Road) N/S St: Alert Road 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 1 1 1 1 0 1 1 0 LGConfig L TR L T R L TR L T Volume 27 294 170 95 564 809 61 42 23 33 35 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 300 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 A Peds X Peds X WB Left P SB Left A Thru P Thru A P Peds X Peds X NB EB SB WB Green 36.9 16.2 Yellow 3.7 3.3 All Red 2.4 2.5 Cycle Length: 65.0 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 29 603 0.05 0.68 407 0.07 Thru TR 505 3145 0.16 0.68 2124 0.24 Westbound Left L 103 718 0.14 0.58 419 0.25 Thru T 613 1748 0.35 0.58 1019 0.60 R 553 1485 # 0.37 0.58 866 0.64 Northbound Left L 66 1280 # 0.05 0.26 339 0.19 Thru TR 71 1655 0.04 0.26 438 0.16 Southbound Left L 36 1242 0.03 0.26 329 0.11 Thru T 38 1748 0.02 0.26 463 0.08 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.42 Total lost time per cycle, L = 9.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.50

41 EXHIBIT 18 YEAR 2019 PEAK PM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak PM Hour Year: Year 2019 Project ID: Hilton Garden Inn Expansion E/W St: Uplands Drive (Lester Road) N/S St: Alert Road 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 1 1 1 1 0 1 1 0 LGConfig L TR L T R L TR L T Volume 48 819 83 54 284 210 99 63 100 115 28 Lane Width 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 3.6 RTOR Vol 0 50 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 A Peds X Peds X WB Left P SB Left A Thru P Thru A P Peds X Peds X NB EB SB WB Green 33.9 19.2 Yellow 3.7 3.3 All Red 2.4 2.5 Cycle Length: 65.0 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 52 972 0.05 0.63 612 0.08 Thru TR 980 3282 # 0.30 0.63 2065 0.47 Westbound Left L 59 357 0.17 0.54 192 0.31 Thru T 309 1748 0.18 0.54 939 0.33 R 174 1485 0.12 0.54 797 0.22 Northbound Left L 108 1289 0.08 0.31 401 0.27 Thru TR 177 1586 # 0.11 0.31 493 0.36 Southbound Left L 125 1123 0.11 0.31 349 0.36 Thru T 30 1748 0.02 0.31 543 0.06 _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.41 Total lost time per cycle, L = 3.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.44

42 FIGURE 19 YEAR 2009 T0 2011 COLLISION REPORT SUMMARY

43