6111 and 6141 Hazeldean Road Stittsville, Ontario. Proposed Residential Development Transportation Impact Study

Transcription

1 6111 and 6141 Hazeldean Road Stittsville, Ontario Proposed Residential Development Transportation Impact Study Presented to: Ms. Erin O Connor Land Development Manager Minto Communities Kent Street Ottawa, On K1P 0B6 April 2014

2 CASTLEGLENN CONSULTANTS LTD. THIRD PARTY DISCLAIMER This study has been prepared by CastleGlenn Consultants Inc. ( CGI ) for the benefit of the Client to whom it is addressed. The information and data contained herein represents CGI s best professional judgment in light of the knowledge and information available to CGI at the time of preparation. Except as required by law, this study and the information and data contained herein are to be treated as confidential and may be used and relied upon only by the Client, its officers and employees. CGI denies any liability whatsoever to other parties who may obtain access to this study for any injury, loss or damage suffered by such parties arising from their use of, or reliance upon, this study or any of its contents without the express written consent of CGI and the Client.

3 TABLE OF CONTENTS 1.0 INTRODUCTION THE PROPOSED DEVELOPMENT SITE ACCESS EXISTING CONDITIONS GENERAL STUDY AREA ROADWAY CONFIGURATION TRANSIT SERVICES CURRENT AND FUTURE CYCLING NETWORK PEDESTRIAN ACTIVITY COLLISION ANALYSIS EXISTING TRAFFIC VOLUMES EXISTING LEVELS OF SERVICE SITE GENERATED TRIP TRANSIT SHARE NON-AUTO MODE MOTOR-VEHICLE TRAFFIC GENERATED BY SITE FORECAST TRAFFIC VOLUMES ADJACENT DEVELOPMENTS BACKGROUND GROWTH TRIP DISTRIBUTION FORECAST TRAFFIC VOLUMES (2019, 2020 & 2025) ANALYSIS AND EVALUATION WHAT IF THE PROPOSED SITE IS NOT DEVELOPED? TRANSPORTATION DEMAND MANAGEMENT (TDM) COMMUNITY IMPACTS FINDINGS AND CONCLUSIONS Proposed Residential Development 6111 and 6141 Hazeldean Road Page i Transportation Impact Study April 2014

4 1.0 INTRODUCTION The purpose of this Transportation Impact Study (TIS) is to address the transportation and traffic issues in relation to a development application supporting a proposed 454 unit development located at 6111 and 6141 Hazeldean Road in the community of Stittsville. This study is intended to satisfy the requirements of a Transportation Impact Study (TIS) as described within the City of Ottawa s Transportation Impact Assessment Guidelines (October 2006). 2.0 THE PROPOSED DEVELOPMENT The development is bordered by Hazeldean Road to the south, Carp Road to the west and Stittsville Main Street to the east (See Exhibit 3-1). It is understood that the land would be developed as a 454 residential unit (234 town homes and 220 single unit homes) community inclusive of a park and recreational area. A portion of the land will remain undeveloped that would accommodate a creek running through the community. The proposed development is envisioned to be built in two phases and would commence from the south to the north (divided by the creek): Phase 1 (south of the creek) would consist of 322 units (234 town homes and 88 single unit homes) and is anticipated to be completed by end of 2019 horizon year; and Phase 2 (north of the creek) would consist of 132 single unit homes and is anticipated to be completed by end of 2020 horizon year. 2.1 SITE ACCESS The proposed development is located approximately 1.5km south of the Highway 417 corridor and south of the westerly extension of Maple Grove Road, north of Hazeldean Road and east of the Carp Road Corridor (See Exhibit 3-1). The community would be accessed by way of Stittsville Main Street which currently connects to Hazeldean Road. The proposed access strategy would see the proposed community connected to the east by way of the westerly extension of Eagle Crest Heights, Kimpton Drive and Bandelier Way; all of which are existing roadways. In addition, a single north-south roadway (Street No. 7) is planned to traverse the creek that would connect the north and south portions of the proposed development. The future envisions a fourth access to the site that could see Street No. 7 extended further to the south through the proposed commercial development to connect directly to Hazeldean Road at a point approximately 270m east of the Carp Road intersection. Proposed Residential Development 6111 and 6141 Hazeldean Road Page -1- Transportation Impact Study April 2014

5 The approaches to this future intersection have already been constructed. The timeline of the commercial development located directly south of the proposed residential development is presently unknown. The City of Ottawa s Transportation Master Plan highlights a connecting roadway that would link Echowoods Avenue through to Kimpton Drive through Block 103. However, this site plan assumes that a fifth connection to the community is not required given the proposed density of the development and that cut-through traffic along Kimpton Drive to reach, and from Carp Road, would be viewed as undesirable by existing property owners along Kimpton Drive. For the purpose of this TIA, it was assumed that all of the site traffic would use the three local accesses through Bandelier Way, Kimpton Drive and Eagle Crest Heights. 3.0 EXISTING CONDITIONS 3.1 GENERAL STUDY AREA The area within the immediate vicinity of the proposed site is for the most part surrounded by a mix of residential and commercial land uses. The significant schools, recreational and institutional land uses within the study area are as follows: Educational Institutions The following schools are located within the general vicinity of the proposed development: St. Stephens School located immediately east of the proposed development at 1145 Stittsville Main Street, part of the OCSB; A. Lorne Cassidy Elementary located to the south-west of the proposed development at 27 Hobin Street, part of the OCDSB; Holy Spirit School located to the south of the proposed development at 1383 Stittsville Main Street, part of the OCSB; Fredrick Banting Alernate Program located to the south of the proposed development at 1453 Stittsville Main Street, part of the OCDSB; Ottawa Waldorf School located to the south of the proposed development at 1 Goulbourn Street, private school; Sacred Heart High School located to the south-east of the proposed development at 5870 Abbott Street, part of the OCSB; Stittsville Public School located to the south-east of the proposed development at 40 Granite Ridge Drive, part of the OCDSB; and Ecole Elementaire Catholique Jean-Paul IIl located to the south-east of the proposed development at 5473 Abbott Street, part of the CECCE. Proposed Residential Development 6111 and 6141 Hazeldean Road Page -2- Transportation Impact Study April 2014

6 Eagle Crest Heights ❼ Kimpton Drive ❻ Bandelier Way ❺ Future Connection to Hazeldean Road Echowoods Ave Carp Rd Exhibit 2-1: Site Plan Proposed Residential Development 6111 and 6141 Hazeldean Road Page -3- Transportation Impact Study April 2014

7 Proposed Development 6111 & 6141 Hazeldean Road Exhibit 3-1: Study Area Proposed Residential Development 6111 and 6141 Hazeldean Road Page -4- Transportation Impact Study April 2014

8 Parks and Recreations The following parks and recreational facilities are located within the general vicinity of the proposed development: Echowoods Park located immediately west of the proposed development; Feed Mills Creek Park located 800m west of the proposed development off Overland Drive located at 1080 Carp Road; Pioneer Plains Park located immediately east of the development at 6043 Hazeldean Road; and Bryanston Gate Park located 725m east of the development at 23 Alon Street. Hospitals Queensway Carleton Hospital located 17km east of the proposed development at 3045 Baseline Road. 3.2 ROADWAY CONFIGURATION Study Area Roadways The City of Ottawa s Transportation Master Traffic Plan (2013) 1 outlines the roadway classifications and operational characteristics of the supporting roadway network. Hazeldean Road, Carp Road and Stittsville Main Street (South of Hazeldean Road) are defined as arterial roadways within the City of Ottawa s Transportation Master Plan. Hazeldean Road is in the east-west direction, while Carp Road and Stittsville Main Street are oriented in a north-south direction. Kimpton Drive: is defined as a collector roadway (east of Stittsville Main Street) adjacent to the proposed development and connects to Stittsville Main Street. This roadway provides for 2 lanes of travel (one-per-direction). The roadway runs in an east-west direction; and Stittsville Main Street (North of Hazeldean Road): is defined as a major collector north of Hazeldean Road within the City of Ottawa s Transportation Master Plan. This corridor provides for 2 travel lanes (one-per-direction) in the north-south direction in the vicinity of the proposed site. It has a posted a speed limit of 40 km/hr within vicinity of the proposed development. Study Area Intersections The following provides a summary of the current configurations/controls of intersections within the study area: Hazeldean Road & Stittsville Main Street: This traffic signal controlled is located east of the proposed development parcel. The intersection is accommodated by 4- thru travel approach lanes (2-lanes-per-direction) in the east-west direction and two thru travel lanes in the north-south direction with auxiliary lanes. 1 Transportation Master Transportation Plan, November 2013 Publication 19-82, Map 5 Proposed Residential Development 6111 and 6141 Hazeldean Road Page -5- Transportation Impact Study April 2014

9 Hazeldean Road & Carp Road: This traffic signal controlled is located west of the proposed development parcel. The intersection is accommodated by 2-thru travel approach lanes in the eastbound direction and a single westbound through lane, one southbound travel lane on the north leg and two northbound travel lanes on the south leg. The intersection accommodates turning lanes on each approach. Stittsville Main Street & Bandelier Way: This T-intersection is located east of the proposed development and is configured as a minor-leg STOP-Control intersection. This intersection is configured with 2-thru travel approach lanes (one-lane in each direction) in the north-south direction. Bandelier Way is a 2-lane roadway (one-lane in each direction) and forms the West leg of the intersection. Stittsville Main Street & Kimpton Drive: This intersection is located east of the proposed development and is configured as a four way STOP-Control intersection. This intersection is configured with 2-thru travel approach lanes (one-lane in each direction) for both the north-south and east-west directions of travel. Future Roadway Improvements A review of the City of Ottawa s Transportation Master Plan (Nov. 2013) (TMP) indicated that: Carp Road: is proposed to be widened from two to four lanes between Highway 417 and Hazeldean Road. The implementation for the widening is proposed to take place between horizon years. Stittsville Main Street Extension: is a new two-lane roadway that would extend Stittsville Main Street to the north east (by approximately 1.5 km) to ultimately connect with Palladium Drive. Intersections would be established at Maple Grove Road and Palladium Drive. The TMP indicates the timing for this facility is proposed to occur during Phase-3 ( ) of the plan. This TIA document is intended to address the impact of the proposed residential development at a time period reflecting build-out (2019/2020) and future period 5-years after build-out (2025). Since, the Stittsville Main Street extension is not forecast to occur during either of these time periods, for the purpose of this document, the impact of the Stittsville Main Street Extension is only dealt with in a qualitative manner within Section 8 of this document. 3.3 TRANSIT SERVICES Table 3.1 indicates the public bus routes within the general vicinity of the proposed development. There are five bus stops (Route 261) along Stittsville Main Street (two bus stops at Stittsville Main St / Bandelier Way intersection, two bus stops at Stittsville Main St / Kimpton Dr intersection and a single bus stop north of Bryce Place) and two bus stops (Route 96) at the Hazeldean Road / Stittsville Main Street intersection. The community is well served in terms of transit provisions with 187 weekday runs and 120 weekend runs. Proposed Residential Development 6111 and 6141 Hazeldean Road Page -6- Transportation Impact Study April 2014

10 Route Colour Type of Service Route Number Future Transit Network A review of the City of Ottawa s Transportation Master Plan (Nov. 2013) indicated Hazeldean Road (between Stittsville Main Street and Eagleson Road) as a Transit Priority, which include improvements to transit signal priority and queue jump. Similar improvements are proposed to Stittsville Main Street between Fernbank Road and Hazeldean Road [Map 1 Rapid Transit and Transit Priority Network]. 3.4 CURRENT AND FUTURE CYCLING NETWORK Existing Cycling Facilities Table 3.1: Current Transit Service Route Name Hazeldean Road provides for dedicated on-road bike lanes along its 4.5km length between Carp Road and Terry Fox Drive. The bike lanes interconnect with numerous connecting roadways, commercial sites and designated recreational pathways. The 2012 summer traffic counts conducted at the Stittsville Main Street / Hazeldean Road and Carp Road / Hazeldean Road intersections indicate that cycling activity within the vicinity of the site is currently negligible. No. of Runs Weekdays Saturdays Sundays Black Regular All Day Blair, Hurdman / Terry Fox, 96 Service Stittsville Red Monday Only 201 Bayshore/Carlingwood / Stittsville/Richmond 2 N/A N/A Red Wednesday Only 203 Bayshore/Carlingwood / Stittsville/Dunrobin/Carp 2 N/A N/A Green Morning and 5 AM 261 Downtown / Stittsville Afternoon Service 5 PM N/A N/A Green Morning and 12 AM 262 Downtown / Stittsville Afternoon Service 11 PM N/A N/A Green Morning and 5 AM 263 Downtown / Stittsville Afternoon Service 5 PM N/A N/A N/A Morning and Downtown / Richmond & 5 AM 283 Afternoon Service Munster Hamlet 5 PM N/A N/A Total Number of Runs N/A Not Applicable Obtained from OC Transpo website as of April 9 th 2014 Proposed Residential Development 6111 and 6141 Hazeldean Road Page -7- Transportation Impact Study April 2014

11 Table 3.2 : Current Peak Period Cycling Demand Intersections Stittsville Main Street / Hazeldean Road Carp Road / Hazeldean Road Approach AM Peak Period (7:00 am 10:00 am) PM Peak Period (3:00 pm 6:00 pm) North / South 2 / 9 4 / 9 East / West 9 / 2 2 / 7 North / South 0 / 1 2 / 1 East / West 2 / 1 3 / 5 Future Cycling Facilities Carp Road is classified as Spine Route according to the City of Ottawa TMP (2013, Map 3) and as such would also be served by on-road bike lanes. The City of Ottawa Cycling Plan (November 2013) classify Hazeldean Road as a cycling route to be augmented by segregate bike facilities (between Terry Fox Drive and Eagleson Road). The implementation plan for Hazeldean Road is scheduled between 2026 and 2031 horizon year. Since, these facilities are located over 4 km east of the proposed development, for the purpose of this document, the impact of the improvements east of Terry Fox Drive were dealt with in a qualitative manner. 3.5 PEDESTRIAN ACTIVITY Table 3.3 indicates the pedestrian traffic crossing the various study area intersections within the vicinity of the proposed development. The highest pedestrian movement was observed to occur across the west leg of the Stittsville Main Street / Kimpton Drive intersection where 12 pedestrians crossed during the afternoon peak hour of travel demand. Table 3.3: Existing Peak Hour Pedestrian Traffic Morning Peak Hour Afternoon Peak Hour Intersections East Leg West Leg North Leg South Leg East Leg West Leg North Leg South Leg Stittsville Main St / Hazeldean Rd Carp Rd / Hazeldean Rd Stittsville Main St / Bandelier Way Stittsville Main St / Kimpton Dr Overland Dr / Kimpton Dr Sidewalks are available along both sides of Hazeldean Road, Kimpton Drive and Stittsville Main Street and on the south side of Bandelier Way to facilitate pedestrian activity. Proposed Residential Development 6111 and 6141 Hazeldean Road Page -8- Transportation Impact Study April 2014

12 Within the development, Street 3 (continuation of Kimpton Drive) and Street No.7 south of Kimpton Drive would accommodate sidewalks on both sides. Also, sidewalks would be provided on one side of Street No.2 to facilitate pedestrian activities. 3.6 COLLISION ANALYSIS Table 3.4 provides summaries of consecutive 3-year collision information (broken down by intersection and mid-block location) in the vicinity of the site where police reports have been filed. The table excludes unreported incidents (i.e. minor fender benders, no damage collisions, near misses) that would have been un-filed/unreported. The raw information disaggregates the available collision information by intersection and mid-block location and includes the date and time of each collision; the environmental condition at the time of the collision; the type of collision (i.e. angle collision, rear-end); the level of damage involved; vehicle details (truck, passenger vehicle, bus, cyclist); vehicle path/maneuver characteristics; and the number of pedestrians involved (in the collision). Collision Summary Within the study area, a total of 64 collisions occurred, where 55 (86%) happened at intersections and 9 (14%) at mid-block locations. The following provides a summary within the vicinity of the proposed site: The intersection exhibiting the highest number of collisions was the Carp Road / Hazeldean Road intersection (29 collisions over three years). The intersection accounted for 45% of all intersection collisions (29/64 = 45%) within the study area; 83% (53) of collisions resulted in reportable property damage; 17% (11) were classified as resulting in non-fatal injuries; About two-third of all of the collisions at intersections involved rear-end collisions (31%) and turning collisions (30%); and None of the collisions reported in the past three years involved pedestrians. Collision Diagram The intersection of Stittsville Main Street / Hazeldean Road exhibited 26 collisions over the past three years where 6 of the 9 rear-end collisions occurred in the northbound direction making a right-turn movement. The TIA guidelines indicate that a collision diagram is required for intersections exhibiting 6 or more collisions in the same direction and impact type over the past three years. The collision diagram is illustrated in Appendix B. Proposed Residential Development 6111 and 6141 Hazeldean Road Page -9- Transportation Impact Study April 2014

13 Potential Impacts of the Development The proposed development is not anticipated to contribute to the collision patterns within the study area to any significant extent. The total site generated traffic has nothing to do what-so-ever with the existing 6+ northbound right-turn collisions over a 3 year period occurring at the Stittsville Main Street/Hazeldean intersection. Impact Type Class Impact Type Class Table 3.4: Collision Information Intersections Intersection Carp Rd and Hazeldean Hazeldean Rd and Rd Stittsville Main St Rear End 10 9 Single Vehicle 3 2 Angle 6 2 Sideswipe 3 2 Turning 7 11 Approaching Other Property damage only Non-fatal 4 6 Fatal Pedestrian involved No. of Collisions Street Segment Mid-Block Segments Hazeldean Road Kimpton Dr Stittsville Main St Carp Road to Stittsville Main Street Jackson Stitt Cir to Overland Dr Bandelier way to Kimpton Dr Rear End 1 Single Vehicle Angle 1 Sideswipe 1 Turning 1 Approaching Other Property damage only Non-fatal 1 Fatal Pedestrian involved No. of Collisions Proposed Residential Development 6111 and 6141 Hazeldean Road Page -10- Transportation Impact Study April 2014

14 3.7 EXISTING TRAFFIC VOLUMES Traffic counts were obtained from the City of Ottawa for the traffic signal controlled Hazeldean Road / Stittsville Main Street (June 8 th, 2012) and Hazeldean Road / Carp Road (July 23 rd, 2012) intersections. The 2012 traffic volumes were adjusted to reflect existing (2014) traffic volumes. As well, manual traffic counts were undertaken by CastleGlenn staff during the morning (7-9 am) and afternoon (3:30-5:30 pm) peak periods of travel demand at the following three adjacent intersections. Kimpton Drive / Overland Drive (April 14 th, 2014); Stittsville Main Street / Kimpton Drive (April 16 th, 2014); and Stittsville Main Street / Bandelier Way (April 16 th, 2014). Exhibit 3-2 illustrates the existing (2014) traffic volumes at the study area intersections. 3.8 EXISTING LEVELS OF SERVICE Intersection capacity analysis was performed using Synchro 6 TM traffic analysis software to determine the existing traffic operational characteristics of intersections within the study area (See Appendix A ). The analysis assumed the current roadway network configuration and the existing signal timing obtained from the City of Ottawa. Table 3.1 contains a summary of the results of the Synchro analysis of the existing (2014) travel demand conditions within the study area. According to City of Ottawa s TIA guidelines, a V/C ratio greater than 0.90 is considered unsatisfactory. Link North-South / East-West Table 3.5: Existing (2014) Intersection Capacity Analysis Results Intersection Morning Peak Hour Afternoon Peak Hour Traffic Control Overall LOS 1. Stittsville Main St / Hazeldean Rd Signalized D 2.Carp Rd / Hazeldean Rd Signalized C Critical Approach Movement WB-LT (160 vph) NB-RT (260 vph) EB-LT (307 vph) LOS, V/C F, 0.94 E, 0.20 Overall LOS D E, 0.91 C Critical Approach Movement NB-RT (203 vph) EB-Th (308 vph) NB-LT (114 vph) EB-LT (161 vph) LOS, V/C F, 0.15 E, 0.51 F, 1.00 E, Stittsville Main St / Bandelier Way STOP-Control A EB A, 0.04 A EB A, Stittsville Main St / Kimpton Dr STOP-Control A SB A, 0.22 A NB A, Overland Dr / Bandelier Way STOP-Control A SB A, 0.02 A SB A, Overland Dr / Kimpton Dr STOP-Control A SB A, 0.01 A NB A, Overland Dr / Eagle Crest Heights STOP-Control A NB A, 0.00 A NB A, 0.01 Proposed Residential Development 6111 and 6141 Hazeldean Road Page -11- Transportation Impact Study April 2014

15 ❼ ❻ ❹ ❺ ❸ ❷ ❶ Proposed Residential Development 6111 and 6141 Hazeldean Road Page -12- Transportation Impact Study April 2014

16 The results indicate that during both the morning and afternoon peak hours of travel demand all of the intersections considered were found to provide a satisfactory overall level of service. However, some of the individual movements at two of the following, more heavily used, traffic signal controlled intersections were found to exhibit congestion characteristics: Stittsville Main Street / Hazeldean Road: The westbound left-turn (WB-LT) movement was found to operate at congested level of service F with volumeto-capacity (v/c) ratio slightly higher than 0.90 during the morning peak hour. The failure level of service could be due to inadequate gaps provided to the WB-LT by the conflicting movements (SB, NB and EB movements). The NB-RT movement was also found to operate at congested level of service during both peak hours of travel demand. This also could be attributed to insufficient gaps being provided by the conflicting movements. Signal optimization and phasing could be a potential solution to better distribute green time to all movements. Carp Road / Hazeldean Road: The eastbound left-turn (EB-LT) movement was found to operate at congested level of service E with volume-to-capacity (v/c) ratio slightly higher than 0.90 during the morning peak hour. The failure level of service could be due to inadequate gaps available for vehicles to make the left-turn movement given that the EB-LT movement operates at permitted phase only (i.e. relying solely on gaps provided by the westbound movement). The northbound left-turn (NB-LT) movement also operates at congested level of service. Once again this is due inadequate gaps being provided due to the heavy SB movement (737 vph). The congested turning movements at the signalized intersections represent preexisting conditions and are independent of the proposed development. 4.0 SITE GENERATED TRIP Traffic generated by the proposed development was determined by referencing ITE: Trip Generation Manual (Institute of Transportation Engineers, 8 th Edition). Table 4.1 indicates the traffic generation rates assumed for the purpose of this study. Land Uses Table 4.1: Trip Generation Rates AM PM Rate In Out Rate In Out Single Family Homes (Land Use 210) % 75% % 37% Town Homes (Land Use 231) % 75% % 42% 4.1 TRANSIT SHARE It was assumed that the residential component of the development would see a 15% transit share. The 15% transit mode share (TMS) estimate is the transit share Proposed Residential Development 6111 and 6141 Hazeldean Road Page -13- Transportation Impact Study April 2014

17 currently between Kanata/Stittsville area and other areas. This is considered to be conservative recognizing that Hazeldean Road and Stittsville Main Street are both designated as transit priority in the City of Ottawa Master Plan (Nov. 2013). This would encourage transit patronage where it is anticipated that the City of Ottawa s transit mode share to increase to 21% by the 2031 horizon year for the Kanata/Stittsville area. The 15% transit mode share assumption would therefore conversely represent a worst-case vehicle traffic impact on the adjacent roadway network. Assuming a 15% transit share would result in 60-to-70 people taking advantage of the transit network within the study area. Given the transit provision (bus stops and frequency of transit) within the study area (see Section 3.3), the additional 60-to-70 transit riders would diversify among the different bus stops within the study area. Hence, the existing transit infrastructure would accommodate the proposed site and it is not anticipated that additional transit infrastructure would be required. 4.2 NON-AUTO MODE For purpose of this analysis, a combined active alternative (i.e. walking and cycling modes) travel mode share of 10 percent share was assumed to be applicable to the proposed development given the close proximity of convenience retail and entertainment activities. A full breakdown of the resulting site generated traffic volumes by modal share is depicted in Table MOTOR-VEHICLE TRAFFIC GENERATED BY SITE Table 4.2 highlights the resulting traffic generation estimates for the proposed development and serves to identify the net impact of the proposed development (by applying the above transit and non-auto modal share reductions.) The resulting traffic generated by the site was determined to be: 241 vehicles (56 inbound / 185 outbound) during the morning peak hour of travel demand; and 304 additional vehicles (173 inbound / 131 outbound) during the afternoon peak hour of travel demand Proposed Residential Development 6111 and 6141 Hazeldean Road Page -14- Transportation Impact Study April 2014

18 Land Uses Table 4.2: Site Generate Traffic Volumes Phase No. of Units AM PM Total IN Out Total IN Out Single Homes Town Homes Total Trip Transit Deduction (15%) Non-Auto (10%) Vehicle Trips (75%) Land Uses No. of Units Phase AM PM Total IN Out Total IN Out Single Homes Vehicle Trips Transit Deduction (15%) Non-Auto (10%) Vehicle Trips (75%) Phase 1 and 2 Total Vehicle Trips Total Vehicle Trips FORECAST TRAFFIC VOLUMES 5.1 ADJACENT DEVELOPMENTS A review of other adjacent developments planned within the the greater study area was undertaken as part of this transportation impact study. The following summarizes the adjacent developments within the immediate study area: Proposed Retail / Office Building: The proposed development would be located at 5734 and 5754 Hazeldean Road approximately 1.5km east of the proposed site. The proposed development envisions approximately 460,000 SF of mixed retail and office buildings. Proposed Condominium Development: The proposed residential development would be located at 1335 Stittsville Main Street approximately 800m south of the site. The proposed development envisions 64 units (two 32-unit buildings). The proposed adjacent developments were assumed to impact Hazeldean Road and for the most part already incorporated within the assumed annual background traffic growth rate. Another land use to be considered includes the: Carp Road Waste Management Facility: This development would be located at 2301 Carp Road on the north side of the Highway 417 corridor. The proposed development is envisioned to be a new landfill that would include material Proposed Residential Development 6111 and 6141 Hazeldean Road Page -15- Transportation Impact Study April 2014

19 recycling facility, construction and demolition material facility, residential diversion facility, organics processing facility and electronic waste handling facility. The vast majority of truck traffic related to the Waste Management facility makes use of the Hwy 417 corridor and the section of Carp Road north of Hwy 417. The facility makes use of Hazeldean Road and the Carp Road south of Hwy 417 only to the extent of serving the portion of the West Urban Community south of Hwy BACKGROUND GROWTH For the purposes of this traffic analysis, traffic on: Hazeldean Road east of Stittsville Main Street and Carp Road north of Hazeldean Road was assumed to increase at an annual rate of 3%-per-year; Hazeldean Road west of Carp Road was assumed to increase at an annual rate of 1.5%-per-year [Growth is not anticipated to be as high as it is near the limits of the urban area]. Stittsville Main Street and Carp Road south of Hazeldean Road was assumed to increase at an annual rate of 1.5%-per-year [The 1.5% growth was assumed to ensure that background traffic growth is not double counted along Stittsville Main Street south Carp Road. Note: The impact of the Stittsville Main Street Extension to Palladium Drive was not included in this analysis as it is forecast to occur at least 5-years beyond the build-out of the proposed development.] 5.2 TRIP DISTRIBUTION Exhibit 5-1 illustrates the distribution pattern applied to the traffic generated by the proposed development at the Hazeldean Road / Stittsville Main Street intersection. The traffic distribution trends were derived from a review of existing traffic counts as well as the surrounding and planned land uses. It was assumed to represent a worstcase scenario that the majority of site traffic (60%) would be destined to/from the east. (Current traffic volumes indicate the roughly 60% of SB traffic on the north leg of Stittsville Main Street stays within the community.) It was also assumed that a greater share of the afternoon peak hour site traffic would be destined to/from south of Hazeldean Road to take advantage of the commercial shopping to the south of the community. Proposed Residential Development 6111 and 6141 Hazeldean Road Page -16- Transportation Impact Study April 2014

20 Morning Peak Hour Distribution 30% 25% Stittsville Main St 60% Hazeldean Rd 60% Afternoon Peak Hour Distribution 10% 20% Stittsville Main St 60% Hazeldean Rd 60% % - Outbound Pct % - Inbound Pct 10% 15% % - Outbound Pct % - Inbound Pct 30% Exhibit 5-1: Site Generated Traffic Distribution 20% 5.3 FORECAST TRAFFIC VOLUMES (2019, 2020 & 2025) The following traffic forecasts were prepared (See Appendix C): 2019 Horizon Year: This horizon year represents the time of occupancy of Phase 1 of the proposed development. The forecast was developed by superimposing site generated traffic onto the 2019 background traffic volumes (which includes annual background traffic growth over a 5-year period); 2020 Horizon Year: This horizon year represents the time of occupancy of Phase 2 of the proposed development. The forecast was developed by superimposing site generated traffic onto the 2020 background traffic volumes (which includes annual background traffic growth over an additional 6-year period); and 2025 Horizon Year: This horizon year represents a time period 5 years after the time of occupancy of the proposed development. This forecast was developed by superimposing site generated traffic onto the 2020 background traffic volumes. 6.0 ANALYSIS AND EVALUATION Intersection capacity analysis was undertaken using Synchro 6 TM traffic analysis software to evaluate the travel demand conditions associated with the forecast traffic volumes for each horizon year (2019, 2020 and 2025) [See Appendix D ]. Table 6.1 summarize, for each of the critical movements, the performance characteristics representing each horizon year assuming the development to be in place Horizon Year: All of the un-signalized intersections within the study area exhibited satisfactory level of service during both peak hours of travel demand under 2019 traffic conditions. The Proposed Residential Development 6111 and 6141 Hazeldean Road Page -17- Transportation Impact Study April 2014

21 following summarize the traffic operational results associated with the signalized intersections: Stittsville Main Street / Hazeldean Road: As indicated in section 3.8, by optimizing the signal timing the intersection operates at satisfactory level of service. The WB-LT movement improves to LOS C and v/c ratio of 0.63 by providing additional green time during the morning peak hour. The NB-RT movement was also found to operate at satisfactory level of service during both peak hours of travel demand assuming optimized signal timing. Carp Road / Hazeldean Road: The intersection continues to operate at unsatisfactory level of service assuming optimizing signal timing. The EB-LT and NB-LT continue to exhibit congested level of service in addition to the SB movement. The additional traffic added to this intersection as a result of the proposed site was estimated to be 32-to-48 vph. This translates to a single vehicle every 1-to-2 minutes and comprises of about 1-to-2% of the total traffic approaching the intersection. The additional traffic as a result of background growth was estimated to 245-to-395 vph over 5-years. The failure level of service is due to pre-existing condition and background traffic growth Horizon Year: Once Phase 2 of the development is complete, the Hazeldean Road / Stittsville Main Street intersection (which serves as the main entrance to the community) continues to operate at satisfactory level of service assuming optimized signal timing. Also, the STOP control study area intersections continue to operate at satisfactory level of service with the completion of phase 2. As regards to Hazeldean Road / Carp Road intersection: The intersection continues to operate at congested level of service with slight increase in v/c ratios compared to 2019 traffic conditions during the afternoon peak hour of travel demand. Once again the additional site traffic added to this intersection during Phase 2 is negligible (15-to-20 vph). It should be noted that the City of Ottawa TMP indicates that Carp Road (between Hwy 417 and Hazeldean Road) is to be widened from 2-to-4 lanes (envisioned to occur between horizon year). It also should be noted that a double southbound left-turn lane (SB-LT) is warranted given that 460 vph are forecasted to make the movement. Assuming 2 through SB lanes (902 vph) and a double SB-LT lane (459 vph) inclusive of phasing modification for the NB-LT and EB-LT, the intersection would provide more capacity to the SB movement and operate at satisfactory v/c ratios. Proposed Residential Development 6111 and 6141 Hazeldean Road Page -18- Transportation Impact Study April 2014

22 Link North-South / East-West Table 6.1: Forecast Intersection Capacity Analysis Results Intersection Morning Peak Hour Afternoon Peak Hour Traffic Control Overall LOS Critical Approach Movement Forecast (2019) Traffic Analysis 1. Stittsville Main St / Hazeldean Rd Signalized C WB-LT NB-RT EB-R/T LOS, V/C C, 0.63 C, 0.21 D, Carp Rd / Hazeldean Rd Signalized C EB-LT (339) D, 0.91 E Overall LOS C Critical Approach Movement (vph) NB-RT EB-R/T WB-R/T NB-LT (126) EB-LT (178) SB-LT (439) SB-TH (882) LOS, V/C C, 0.17 C, 0.52 D, 0.77 F, 1.54 F, 1.09 E, 1.05 F, Stittsville Main St / Bandelier Way STOP-Control A EB B, 0.11 A EB B, Stittsville Main St / Kimpton Dr STOP-Control A SB A, 0.23 A NB B, Overland Dr / Bandelier Way STOP-Control A SB A, 0.02 A SB A, Overland Dr / Kimpton Dr STOP-Control A SB A, 0.02 A NB A, Overland Dr / Eagle Crest Heights STOP-Control A NB A, 0.00 A NB A, 0.01 Forecast (2020) Traffic Analysis 1. Stittsville Main St / Hazeldean Rd Signalized C 2. Carp Rd / Hazeldean Rd Signalized (Assumes 2-lane Carp Rd Existing Configuration) Assumes 4-lane Carp Rd north of Hazeldean Rd Assumes protected phase for NB-LT & protective-permissive phase for EB-LT WB-LT NB-RT EB-R/T C, 0.65 C, 0.22 D, 0.74 C EB-LT (344) D, 0.93 E C EB-LT C, 0.72 D C NB-RT EB-R/T WB-R/T NB-LT (129) EB-LT (180) SB-LT (459) SB-TH (902) NB-LT EB-LT SB-LT SB-TH C, 0.17 C, 0.52 D, 0.78 F, 1.57 F, 1.17 F, 1.12 F, 1.12 E, 0.73 E, 0.77 D, 0.78 D, Stittsville Main St / Bandelier Way STOP-Control A EB B, 0.12 A EB B, Stittsville Main St / Kimpton Dr STOP-Control A SB A, 0.24 A NB B, Overland Dr / Bandelier Way STOP-Control A SB A, 0.02 A SB A, Overland Dr / Kimpton Dr STOP-Control A SB A, 0.06 A NB B, Overland Dr / Eagle Crest Heights STOP-Control A NB A, 0.01 A NB A, 0.03 Forecast (2025) Traffic Analysis 1 1. Stittsville Main St / Hazeldean Rd Signalized C 2. Carp Rd / Hazeldean Rd Assumes 4-lane Carp Rd north of Hazeldean Rd Assumes protected phase for NB-LT & protective-permissive phase for EB-LT WB-LT NB-RT EB-R/T C, 0.69 C, 0.23 D, 0.76 C EB-LT (366) C, 0.76 E C NB-RT EB-R/T WB-R/T NB-LT (136) EB-LT (219) SB-LT (507) SB-TH (1,006) 1. The 2025 traffic conditions assume background growth on Hazeldean Road, Stittsville Main Street south and Carp Road. Hence, the impact on traffic operations would be on the two signalized intersections and not on the STOP-control intersections. C, 0.18 C, 0.54 D, 0.80 E, 0.81 F, 0.96 E, 0.87 E, 1.00 Proposed Residential Development 6111 and 6141 Hazeldean Road Page -19- Transportation Impact Study April 2014

23 This study assumes conservative growth along Carp Road and Hazeldean Road (3%-per-year over 6 years for an overall growth of 18%). Hence, the traffic operation characteristics at this intersection is highly dependent on the growth that would occur in the next 5-to-10 years. It is recommended that the intersection be monitored at time closer to 2020 to assess if such improvements are warranted Horizon Year: The traffic impact associated with 5-year post development would depend upon the background growth that would occur within the study area. The background traffic would mainly impact the two signalized intersections along Hazeldean Road. The following summarize the level of service at the two Hazeldean Road signalized intersections: Stittsville Main Street / Hazeldean Road: The intersection continues to operate at satisfactory level of service during both peak hours of travel demand with slight increase in v/c ratios. Carp Road / Hazeldean Road: Assuming additional background growth along Hazeldean Road and Carp Road, the EB-LT and SB-TH movement operate at constrained level of service. As indicated above, this study assumes conservative growth along Carp Road and Hazeldean Road (2025 horizon year: 3%- per-year over 11 years for an overall growth of 33%). Once again, the traffic operation characteristics at this intersection is highly dependent on the growth that would occur in the next 5-to-10 years. 6.1 WHAT IF THE PROPOSED SITE IS NOT DEVELOPED? Appendix D also depicts the 2019, 2020 and 2025 traffic analysis for the study area intersections assuming the development does not proceed. The analysis indicates that the effect of the proposed site during the three horizon years upon the Hazeldean Road corridor is nominal, with negligible change in levels of service and v/c ratios. The forecast deficiency at the Hazeldean Road / Carp Road intersection is attributed to existing conditions and background traffic volumes. 7.0 TRANSPORTATION DEMAND MANAGEMENT (TDM) The purpose of the City of Ottawa s Transportation Demand Management is to reduce the number of trips they make, to travel more often by non-driving alternatives, to travel outside peak periods, and to reduce the length of their trips. A key goal of TDM is to minimize peak hour automobile travel and reduce the need for new or wider roads 2. The following study area features serve the principles of TDM: 2 Transportation Master Transportation Plan, November 2008 Publication 19-82, page 29 Proposed Residential Development 6111 and 6141 Hazeldean Road Page -20- Transportation Impact Study April 2014

24 This current and future cycling infrastructure would encourage those motorists for whom cycling is an option to take advantage of the local cycling network; Sidewalks are available along both sides of Hazeldean Road, Kimpton Drive and Stittsville Main Street and on the south side of Bandelier Way to facilitate pedestrian activity; and The Stittsville community is well served by transit. Transit remains frequent along the Hazeldean Road corridor with over 180 runs during the weekday and with the advent of other weekend routes. The residents of the proposed site would be afforded with convenient access to pedestrian facilities, cycling and transit networks within the study area, which serve to satisfy the principles of TDM for this residential community 8.0 COMMUNITY IMPACTS The proposed site, for the most part, is surrounded by residential development with commercial land uses south of Hazeldean Road. The site would eventually connect to three local roadways (Bandelier Way, Eagle Height Crescent and Overland Drive) and Kimpton Drive (collector roadway east of Stittsville Main Street); all of which are currently characterized by low traffic volumes. As noted in Section 2.1, ultimately a fourth access to the site would be achieved by extending Street No. 7 south through the future commercial area that would connect the proposed residential development through to a 2 nd Hazeldean Road access. (There is currently no timeline for the southerly commercial development and hence site traffic was assumed to use Bandelier Way, Kimpton Drive and Eagle Crest Heights / Overland Drive to connect to Stittsville Main Street.) It is expected that portion of site traffic would make use the future fourth access that would provide an alternate access to Hazeldean Road and would limit the amount of backtracking required for that part of the new community which may be destined to Carp Road. This would potentially result in a reduction of site-generated traffic that would use the local roadway system. The road network surrounding the proposed development consists of arterial roads (such as Hazeldean Road, Stittsville Main Street south of Hazeldean Road and Carp Road) and major collectors (such as Stittsville Main Street North of Hazeldean Road). The proposed development also benefits from being in close proximity to the Highway 417 corridor. The ultimate extension of Stittsville Main Street to Palladium Drive (planned to occur sometime beyond the 2026 horizon year.), would provide still another connection to an arterial roadway and the Highway 417 Palladium Drive interchange. This connection is anticipated Proposed Residential Development 6111 and 6141 Hazeldean Road Page -21- Transportation Impact Study April 2014

25 to result in traffic from the community shifting northward to access the Highway 417 / Palladium Drive interchange, which would potentially divert a significant component of traffic away from the Hazeldean Road / Stittsville Main Street and Hazeldean Road / Carp Road intersections. Given that the site traffic is being distributed to three accesses [one access directly connected to collector road (Kimpton Drive)] with a potential of a fourth access connecting to Hazeldean Road, the effect of traffic on adjacent local roadways is anticipated to be low. The site provides access opportunities to all modes of transportation and with the advent of extensive non-auto modes networks (transit, cycling and pedestrian); the expected motorvehicular traffic will be minimized. 9.0 FINDINGS AND CONCLUSIONS This Transportation Impact Study yields the following conclusions: 1) The site access intersections associated with the proposed development would result in the following: Intersections 3-thru-7: The STOP controlled intersections operate at satisfactory level of service during each of the horizon years analyzed. Intersection 1: Hazeldean Road / Stittsville Main Street: This intersection would operate at satisfactory level of service assuming optimized signal timing under 2019, 2020 and 2025 forecast conditions. 2) The Hazeldean Road / Carp Road traffic signal controlled intersection (Intersection 2) was found to exhibit constrained levels of service: By 2019 horizon year, the existing intersection configuration is anticipated to continue to operate at unsatisfactory levels of service even when optimized traffic signal timing is applied. The EB-LT, NB-LT and SB movements all continue to exhibit congested level of service. However, it is emphasized that the additional site generated traffic added to this intersection was estimated to comprise approximately 1-to-2% of the total traffic approaching the intersection. The resulting poor levels of service are due primarily to pre-existing conditions and the advent of background traffic growth on the adjacent corridors. In the five-year period between 2020 and 2025, the additional site generated traffic added to the intersection during Phase 2 was found to be nominal. The intersection was found to require additional capacity to accommodate the forecast traffic volumes associated primarily with the growth in background traffic volumes: This TIA study assumed that the background growth along the Carp Road and Hazeldean Road corridors would grow by roughly a third of their current traffic volumes. (2025: 3%-per-year over 11 years for an overall growth of 33%). Hence, the traffic operation characteristics at this intersection is highly dependent upon the Proposed Residential Development 6111 and 6141 Hazeldean Road Page -22- Transportation Impact Study April 2014

26 background growth assumptions that are anticipated to occur in the next 5-to- 10 years; The City of Ottawa TMP indicates that Carp Road (between Hwy 417 and Hazeldean Road) is to be widened from 2-to-4 lanes (envisioned to occur between horizon year). The analysis assumed that the intersection would be modified to provide for 2 SB-Th lanes, double SB-LT lanes and phasing modifications for the EB-LT and NB-LT movements. The new configuration would allow for additional phase time and capacity to be provided for the constrained movements. Hence, given all of the above assumptions, it is recommended that the Carp Road/Hazeldean Road intersection be monitored at time closer to 2020 to assess if such improvements are warranted. After 2025, the intersection was found to require additional capacity to accommodate the forecast traffic volumes associated primarily with the growth in background traffic volumes: However, the Stittsville Main Street Extension is planned to be extended to Palladium Drive to the north (planned between horizon year). This extension would potentially provide another entrance way to the community north and south of Hazeldean Road and would potentially divert traffic to the north toward the Palladium / Hwy 417 interchange. This would alleviate/relieve some of the congestion at the Hazeldean Road / Carp Road intersection, and make further roadway capacity improvements unnecessary. Hence, given the potential impacts of background growth beyond 2025, it is recommended that the Carp Road/Hazeldean Road intersection be monitored and the need and justification for the Stittsville Main Street Extension be confirmed closer to 2025 to assess if the extension is warranted. 3) The proposed development meets the City s TDM initiatives by providing access to pedestrians, bicycle parking and transit services. 4) Given that the site traffic is being distributed to three accesses [one access directly connected to collector road (Kimpton Drive)] with a potential of a fourth access connecting to Hazeldean Road, the effect of traffic on adjacent local roadways is not anticipated to be significant. Proposed Residential Development 6111 and 6141 Hazeldean Road Page -23- Transportation Impact Study April 2014

27 This Transportation Impact Study was found to meet all the requirements of the City of Ottawa s approval process and should be forwarded to the City of Ottawa staff for review as part of the overall site plan application. Our results indicate that the City of Ottawa should be encouraged to assemble the appropriate conditions for development approval that would permit the development application to proceed. Arthur E. Gordon B.A., P. Eng. April, 2014 Proposed Residential Development 6111 and 6141 Hazeldean Road Page -24- Transportation Impact Study April 2014

28 Appendix A Existing (2014) Traffic Analysis Appendix A

29 HCM Signalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 1: Hazeldean Rd & Stittsville Main St AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Volume (vph) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Heavy Vehicles (%) 12% 14% 15% 7% 14% 3% 20% 11% 5% 2% 2% 7% Turn Type pm+pt pm+pt pm+pt Perm pm+pt Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c c v/s Ratio Perm 0.04 c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D D F D B B B A B B Approach Delay (s) Approach LOS D E B B HCM Average Control Delay 35.8 HCM Level of Service D HCM Volume to Capacity ratio 0.52 Actuated Cycle Length (s) Sum of lost time (s) 16.0 Intersection Capacity Utilization 45.4% ICU Level of Service A c Critical Lane Group 23/04/2014 CastleGlenn Consultants Inc. Page 1

30 HCM Signalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 8: Hazeldean Rd & Carp Rd AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Volume (vph) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Heavy Vehicles (%) 3% 4% 7% 22% 8% 7% 5% 4% 13% 12% 8% 25% Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service E C B B A C C B B B Approach Delay (s) Approach LOS D A C B HCM Average Control Delay 23.4 HCM Level of Service C HCM Volume to Capacity ratio 0.65 Actuated Cycle Length (s) Sum of lost time (s) 8.0 Intersection Capacity Utilization 71.4% ICU Level of Service C c Critical Lane Group 23/04/2014 CastleGlenn Consultants Inc. Page 2

31 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 9: Kimpton Dr & Stittsville Main St AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Sign Control Stop Stop Stop Stop Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS A A A A Delay 8.1 HCM Level of Service A Intersection Capacity Utilization 30.7% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 3

32 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 10: Bandelier Way & Overland Dr AM Peak Hour Movement EBL EBT WBT WBR SBL SBR Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 5.5 Intersection Capacity Utilization 13.3% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 4

33 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 11: Bandelier Way & Stittsville Main St AM Peak Hour Movement EBL EBR NBL NBT SBT SBR Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) 268 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 1.1 Intersection Capacity Utilization 29.9% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 5

34 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 14: Kimpton Dr & Overland Dr AM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A Approach Delay (s) Approach LOS A A Average Delay 7.9 Intersection Capacity Utilization 17.4% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 6

35 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 15: Eagle Crest Heights & Overland Dr AM Peak Hour Movement EBT EBR WBL WBT NBL NBR Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 7.5 Intersection Capacity Utilization 13.3% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 7

36 HCM Signalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 1: Hazeldean Rd & Stittsville Main St PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Volume (vph) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Heavy Vehicles (%) 2% 5% 2% 1% 3% 3% 1% 3% 4% 2% 2% 6% Turn Type pm+pt pm+pt pm+pt Perm pm+pt Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.07 c0.18 c v/s Ratio Perm v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service D E C D B C C B C B Approach Delay (s) Approach LOS E D B B HCM Average Control Delay 38.0 HCM Level of Service D HCM Volume to Capacity ratio 0.46 Actuated Cycle Length (s) Sum of lost time (s) 12.0 Intersection Capacity Utilization 50.2% ICU Level of Service A c Critical Lane Group 23/04/2014 CastleGlenn Consultants Inc. Page 1

37 HCM Signalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 8: Hazeldean Rd & Carp Rd PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Ideal Flow (vphpl) Total Lost time (s) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Volume (vph) Peak-hour factor, PHF Adj. Flow (vph) RTOR Reduction (vph) Lane Group Flow (vph) Heavy Vehicles (%) 2% 7% 5% 6% 4% 6% 2% 5% 14% 4% 3% 4% Turn Type Perm Perm Perm Perm pm+pt Perm Protected Phases Permitted Phases Actuated Green, G (s) Effective Green, g (s) Actuated g/c Ratio Clearance Time (s) Vehicle Extension (s) Lane Grp Cap (vph) v/s Ratio Prot c0.45 v/s Ratio Perm c c v/c Ratio Uniform Delay, d Progression Factor Incremental Delay, d Delay (s) Level of Service E C A B A F C C C B Approach Delay (s) Approach LOS D A D C HCM Average Control Delay 29.1 HCM Level of Service C HCM Volume to Capacity ratio 0.92 Actuated Cycle Length (s) Sum of lost time (s) 12.0 Intersection Capacity Utilization 95.1% ICU Level of Service F c Critical Lane Group 23/04/2014 CastleGlenn Consultants Inc. Page 2

38 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 9: Kimpton Dr & Stittsville Main St PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Sign Control Stop Stop Stop Stop Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS A A A A Delay 8.6 HCM Level of Service A Intersection Capacity Utilization 40.2% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 3

39 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 10: Bandelier Way & Overland Dr PM Peak Hour Movement EBL EBT WBT WBR SBL SBR Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A Approach Delay (s) Approach LOS A Average Delay 1.8 Intersection Capacity Utilization 13.3% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 4

40 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 11: Bandelier Way & Stittsville Main St PM Peak Hour Movement EBL EBR NBL NBT SBT SBR Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) 268 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 0.6 Intersection Capacity Utilization 36.9% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 5

41 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 14: Kimpton Dr & Overland Dr PM Peak Hour Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A A Approach Delay (s) Approach LOS A A Average Delay 6.0 Intersection Capacity Utilization 13.3% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 6

42 HCM Unsignalized Intersection Capacity Analysis Existing (2014) Traffic Analysis 15: Eagle Crest Heights & Overland Dr PM Peak Hour Movement EBT EBR WBL WBT NBL NBR Sign Control Free Free Stop Grade 0% 0% 0% Volume (veh/h) Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Average Delay 8.0 Intersection Capacity Utilization 13.3% ICU Level of Service A 23/04/2014 CastleGlenn Consultants Inc. Page 7

43 Appendix B Collision Information Appendix B

44 Collision Main Detail Summary OnTRAC Reporting System FROM: TO: CARP RD & HAZELDEAN RD Former Municipality: Goulbourn Traffic Control: Traffic signal Number of Collisions: 29 COLLISION IMPACT SURFACE VEHICLE DRIVER No. ID DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT ACTION PED Fri 08:30 Clear Daylight Rear end P.D. only V1 W Dry Turning right School bus Other motor vehicle 0 V2 W Dry Turning right Passenger van Other motor vehicle Sat 18:34 Rain Daylight Single vehicle P.D. only V1 S Wet Turning right Automobile, station Curb Sat 14:23 Rain Daylight Rear end P.D. only V1 S Wet Slowing or Automobile, station Other motor vehicle 0 V2 S Wet Stopped Automobile, station Other motor vehicle Thu 15:45 Clear Daylight Turning Non-fatal V1 N Dry Going ahead Truck and trailer Other motor vehicle 0 V2 S Dry Turning left Pick-up truck Other motor vehicle We 15:39 Clear Daylight Rear end Non-fatal V1 S Dry Going ahead Delivery van Other motor vehicle 0 V2 S Dry Slowing or Automobile, station Other motor vehicle V3 S Dry Stopped Automobile, station Other motor vehicle Fri 10:05 Clear Daylight Sideswipe P.D. only V1 S Dry Changing lanes Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle Sat 17:10 Clear Daylight Rear end P.D. only V1 S Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Pick-up truck Other motor vehicle V3 S Dry Slowing or Automobile, station Other motor vehicle Fri 18:30 Rain Dark Sideswipe P.D. only V1 S Wet Turning left Pick-up truck Other motor vehicle 0 V2 S Wet Turning left Automobile, station Other motor vehicle Sat 13:20 Rain Daylight Angle P.D. only V1 N Wet Slowing or Motorcycle Skidding/Sliding 0 V2 E Wet Going ahead Automobile, station Other motor vehicle Tue 10:39 Clear Daylight Turning P.D. only V1 E Dry Turning right Automobile, station Other motor vehicle 0 V2 E Dry Turning right Truck - dump Other motor vehicle Thu 07:10 Clear Dawn Turning P.D. only V1 N Wet Turning left Pick-up truck Other motor vehicle 0 V2 S Wet Going ahead Pick-up truck Other motor vehicle Thu 07:20 Clear Daylight Rear end P.D. only V1 S Dry Turning right Automobile, station Other motor vehicle V2 S Dry Turning right Passenger van Other motor vehicle (Note: Time of Day = "00:00" represents unknown collision time Friday, April 11, 2014 Page 1 of 5

45 Collision Main Detail Summary OnTRAC Reporting System FROM: TO: Tue 15:15 Clear Daylight Angle P.D. only V1 S Wet Turning right Automobile, station Other motor vehicle 0 V2 W Wet Going ahead Automobile, station Other motor vehicle We 17:34 Rain Daylight Rear end P.D. only V1 E Wet Turning left Automobile, station Other motor vehicle 0 V2 E Wet Turning left Automobile, station Other motor vehicle V3 E Wet Turning left Truck - closed Other motor vehicle Fri 18:05 Clear Daylight Single vehicle P.D. only V1 S Wet Turning left Automobile, station Skidding/Sliding Sat 12:29 Clear Daylight Rear end P.D. only V1 S Dry Turning left Passenger van Other motor vehicle 0 V2 S Dry Turning left Pick-up truck Other motor vehicle Fri 14:19 Rain Daylight Turning P.D. only V1 N Wet Turning left Automobile, station Other motor vehicle 0 V2 S Wet Going ahead Automobile, station Other motor vehicle Mo 09:00 Clear Daylight Angle Non-fatal V1 N Dry Going ahead Pick-up truck Other motor vehicle 0 V2 E Dry Going ahead Pick-up truck Other motor vehicle V3 E Dry Going ahead Automobile, station Other motor vehicle Fri 11:30 Rain Daylight Rear end P.D. only V1 N Wet Slowing or Delivery van Other motor vehicle 0 V2 N Wet Stopped Automobile, station Other motor vehicle Sun 16:52 Clear Dark Turning Non-fatal V1 W Dry Turning left Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Automobile, station Other motor vehicle Thu 08:55 Clear Daylight Sideswipe P.D. only V1 N Wet Changing lanes Automobile, station Other motor vehicle 0 V2 N Wet Going ahead Automobile, station Other motor vehicle Sun 01:40 Clear Dark Single vehicle P.D. only V1 E Dry Turning right Automobile, station Curb We 18:57 Clear Daylight Angle P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Going ahead Pick-up truck Other motor vehicle Mo 19:00 Clear Daylight Angle P.D. only V1 S Dry Turning right Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Automobile, station Other motor vehicle Sun 09:05 Clear Daylight Rear end P.D. only V1 N Dry Turning right Automobile, station Other motor vehicle 0 V2 N Dry Turning right Pick-up truck Other motor vehicle Sun 13:15 Clear Daylight Turning P.D. only V1 S Dry Turning left Passenger van Other motor vehicle 0 V2 N Dry Going ahead Pick-up truck Other motor vehicle Fri 16:03 Clear Daylight Turning P.D. only V1 E Wet Turning left Automobile, station Other motor vehicle 0 V2 W Wet Going ahead Automobile, station Other motor vehicle (Note: Time of Day = "00:00" represents unknown collision time Friday, April 11, 2014 Page 2 of 5

46 Collision Main Detail Summary OnTRAC Reporting System FROM: TO: Tue 14:39 Clear Daylight Rear end P.D. only V1 W Dry Turning right Pick-up truck Other motor vehicle 0 V2 W Dry Turning right Automobile, station Other motor vehicle Sun 16:05 Rain Dusk Angle P.D. only V1 W Wet Turning left Automobile, station Other motor vehicle 0 V2 N Wet Going ahead Automobile, station Other motor vehicle HAZELDEAN RD, CARP RD to MAIN ST Former Municipality: Goulbourn Traffic Control: No control Number of Collisions: 7 COLLISION IMPACT SURFACE VEHICLE DRIVER No. ID DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT ACTION PED Fri 16:46 Clear Daylight Rear end Non-fatal V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Stopped Automobile, station Other motor vehicle We 11:23 Clear Daylight Single vehicle P.D. only V1 S Dry Turning right Automobile, station Skidding/Sliding We 17:36 Clear Daylight Angle P.D. only V1 W Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Turning right Pick-up truck Other motor vehicle Thu 14:52 Clear Daylight Turning P.D. only V1 W Dry Slowing or Automobile, station Other motor vehicle 0 V2 E Dry Turning left Automobile, station Other motor vehicle Mo 16:55 Clear Dark Single vehicle P.D. only V1 W Wet Going ahead Automobile, station Animal - wild Fri 12:45 Snow Daylight Single vehicle P.D. only V1 E Loose snow Slowing or Pick-up truck Skidding/Sliding Mo 15:52 Clear Daylight Sideswipe P.D. only V1 W Dry Changing lanes Truck - dump Other motor vehicle 0 V2 W Dry Going ahead Automobile, station Other motor vehicle HAZELDEAN RD & STITTSVILLE MAIN ST Former Municipality: Goulbourn Traffic Control: Traffic signal Number of Collisions: 26 COLLISION IMPACT SURFACE VEHICLE DRIVER No. ID DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT ACTION PED Sun 12:38 Clear Daylight Rear end P.D. only V1 N Wet Turning right Pick-up truck Other motor vehicle 0 V2 N Wet Turning right Automobile, station Other motor vehicle We 21:00 Clear Dark Sideswipe P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Changing lanes Automobile, station Other motor vehicle (Note: Time of Day = "00:00" represents unknown collision time Friday, April 11, 2014 Page 3 of 5

47 Collision Main Detail Summary OnTRAC Reporting System FROM: TO: Mo 11:55 Clear Daylight Turning P.D. only V1 S Dry Turning left Automobile, station Other motor vehicle 0 V2 N Dry Going ahead Automobile, station Other motor vehicle Mo 18:40 Rain Dusk Sideswipe P.D. only V1 N Wet Going ahead Automobile, station Other motor vehicle 0 V2 N Wet Going ahead Pick-up truck Other motor vehicle Thu 18:30 Clear Dark Turning P.D. only V1 E Dry Turning left Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Automobile, station Other motor vehicle Tue 17:10 Clear Dark Turning P.D. only V1 W Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Turning left Passenger van Other motor vehicle Thu 16:55 Clear Dusk Turning P.D. only V1 E Dry Turning left Automobile, station Other motor vehicle 0 V2 W Dry Going ahead Automobile, station Other motor vehicle Sun 10:50 Snow Daylight Single vehicle P.D. only V1 N Wet Turning right Pick-up truck Curb Fri 19:41 Clear Dark Turning P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 S Dry Turning left Automobile, station Other motor vehicle We 06:48 Snow Dawn Turning P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 W Dry Turning left Automobile, station Other motor vehicle Sat 18:56 Rain Daylight Turning P.D. only V1 W Wet Turning left Automobile, station Other motor vehicle 0 V2 E Wet Turning right Passenger van Other motor vehicle Sun 13:10 Clear Daylight Turning P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 W Dry Turning left Automobile, station Other motor vehicle Thu 10:43 Clear Daylight Turning P.D. only V1 W Dry Turning left Pick-up truck Other motor vehicle 0 V2 E Dry Going ahead Pick-up truck Other motor vehicle Thu 14:50 Clear Daylight Rear end P.D. only V1 N Dry Turning right Automobile, station Other motor vehicle 0 V2 N Dry Turning right Automobile, station Other motor vehicle Thu 14:30 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Pick-up truck Other motor vehicle 0 V2 S Dry Stopped Passenger van Other motor vehicle V3 S Dry Unknown Unknown Other motor vehicle V4 S Dry Unknown Unknown Other motor vehicle (Note: Time of Day = "00:00" represents unknown collision time Friday, April 11, 2014 Page 4 of 5

48 Collision Main Detail Summary OnTRAC Reporting System FROM: TO: Tue 09:20 Clear Daylight Rear end P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Stopped Pick-up truck Other motor vehicle Mo 20:36 Rain Dark Rear end Non-fatal V1 N Wet Turning right Pick-up truck Other motor vehicle 0 V2 N Wet Turning right Automobile, station Other motor vehicle Sun 16:08 Clear Daylight Turning Non-fatal V1 N Dry Turning left Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle Sun 16:02 Clear Daylight Rear end P.D. only V1 N Wet Turning right Automobile, station Other motor vehicle 0 V2 N Wet Turning right Automobile, station Other motor vehicle Thu 11:02 Clear Daylight Rear end Non-fatal V1 N Dry Turning right Pick-up truck Other motor vehicle 0 V2 N Dry Turning right Pick-up truck Other motor vehicle We 15:58 Clear Daylight Angle Non-fatal V1 W Dry Turning left Pick-up truck Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle Sun 03:06 Clear Dark Single vehicle P.D. only V1 N Dry Going ahead Automobile, station Curb Thu 09:05 Clear Daylight Rear end P.D. only V1 N Dry Turning right Automobile, station Other motor vehicle 0 V2 N Dry Turning right Automobile, station Other motor vehicle Sun 13:22 Clear Daylight Angle P.D. only V1 E Dry Turning right Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle Mo 10:30 Clear Daylight Rear end Non-fatal V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Stopped Automobile, station Other motor vehicle Tue 08:19 Rain Daylight Turning Non-fatal V1 W Slush Turning left Automobile, station Other motor vehicle 0 V2 E Slush Going ahead Passenger van Other motor vehicle KIMPTON DR, JACKSON STITT CIR to OVERLAND DR Former Municipality: Goulbourn Traffic Control: No control Number of Collisions: 1 COLLISION IMPACT SURFACE VEHICLE DRIVER No. ID DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT ACTION PED Sat 03:15 Clear Dark Single vehicle P.D. only V1 W Dry Going ahead Automobile, station Unattended vehicle 0 STITTSVILLE MAIN ST, BANDELIER WAY to KIMPTON DR Former Municipality: Goulbourn Traffic Control: No control Number of Collisions: 1 COLLISION IMPACT SURFACE VEHICLE DRIVER No. ID DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT ACTION PED Thu 08:50 Clear Daylight Single vehicle P.D. only V1 S Dry Changing lanes Automobile, station Unattended vehicle 0 (Note: Time of Day = "00:00" represents unknown collision time Friday, April 11, 2014 Page 5 of 5

49 BASIC COLLISION DIAGRAM LOCATION: HAZELDEAN RD AND STITTSVILLE MAIN ST PREPARED ON: APRIL 11 TH 2014 PERIOD: 01 JAN 10 TO 31 DEC 12 TRAFFIC CONTROL: TRAFFIC SIGNAL Intersection: Hazeldean Rd / Stittsville Main St. LEGEND Conflict Summary No. Total REAR END 9 35% Northbound 8 Eastbound Southbound 1 Westbound TURNING 0% North with South 2 11 South with North 1 East with West 4 West with East 4 ANGLE 2 8% North with East South with East 1 North with West South with West 1 SIDESWIPE 2 8% Northbound 2 Eastbound Southbound Westbound APPROACHING 0 0% North with South East with West OTHER 2 8% Single Vehicle 2 Other 26

50 Appendix C Site Generated and Forecast (2019, 2020 & 2025) Forecast Traffic Volumes Appendix C

51 2 (6) 26 (6) 13 (3) Exhibit C-1:Site Generated Traffic Volumes - Phase 1 Exisiting 8 (17) 8 (17) 26 (6) 13 (3) 2 (6) 38 (9) 10 (23) 10 (23) 23 (68) 38 (9) 13 (27) 77 (54) 23 (68) 77 (54) 13 (27) 6 (23) 6 (23) 128 (90) 39 (114) 90 (63) Morning Peak Hour (Afternoon Peak Hour) 38 (27) 128 (90) 39 (114) 16 (45) 23 (68) 90 (63) 23 (68) 16 (45) 38 (27) 90 (63) 90 (63) 23 (68) 23 (68) 90 (63) 23 (68) 23 (68) 90 (63) 23 (68) 90 (63) 38 (9) 10 (23) 23 (68) 90 (63) 38 (27) 16 (45) 16 (45) 38 (27) 16 (45) 38 (27)

52 1 (3) 11 (3) 6 (1) Exhibit C-2:Site Generated Traffic Volumes - Phase 2 Exisiting 3 (9) 3 (9) 11 (3) 6 (1) 1 (3) 17 (4) 4 (12) 4 (12) 10 (35) 17 (4) 6 (12) 34 (25) 10 (35) 34 (25) 6 (12) 3 (12) 3 (12) 57 (41) 17 (59) 57 (41) Morning Peak Hour (Afternoon Peak Hour) 57 (41) 17 (59) 3 (12) 14 (47) 57 (41) 14 (47) 3 (12) 57 (41) 57 (41) 14 (47) 14 (47) 28 (21) 5 (18) 9 (29) 14 (47) 57 (41) 14 (47) 57 (41) 17 (4) 4 (12) 3 (12) 3 (12) 28 (21) 28 (21) 5 (18) 12 (41) 28 (21) 28 (21) 28 (21) 5 (18) 5 (18) 3 (12) 3 (12) 5 (18) 28 (21) 3 (12)

53 3 (9) 37 (9) 19 (4) Exhibit C-3: Total Site Generated Traffic Volumes Exisiting 11 (26) 11 (26) 37 (9) 19 (4) 3 (9) 56 (13) 14 (34) 14 (34) 34 (103) 56 (13) 19 (39) 111 (79) 34 (103) 111 (79) 19 (39) 8 (34) 8 (34) 185 (132) 56 (172) 147 (104) Morning Peak Hour (Afternoon Peak Hour) 38 (27) 185 (132) 56 (172) 19 (57) 37 (115) 147 (104) 37 (115) 19 (57) 38 (27) 147 (104) 147 (104) 37 (115) 37 (115) 118 (84) 5 (18) 32 (97) 37 (115) 147 (104) 37 (115) 147 (104) 56 (13) 14 (34) 3 (12) 3 (12) 28 (21) 28 (21) 5 (18) 36 (109) 118 (84) 28 (21) 28 (21) 5 (18) 5 (18) 38 (27) 3 (12) 16 (45) 19 (57) 38 (27) 5 (18) 28 (21) 3 (12) 16 (45) 38 (27)

54 339 (178) 250 (195) 99 (67) 240 (177) 20 (41) Exhibit C-4: 2019 Background Traffic Volumes Exisiting 50 (126) 442 (324) 17 (15) 77 (133) 474 (882) 256 (422) 807 (1437) 1021 (679) 314 (737) 688 (440) 187 (478) 447 (696) 523 (632) 38 (66) 413 (384) 32 (61) 32 (74) 279 (565) 194 (245) 593 (990) 509 (465) 290 (427) 345 (401) 34 (112) 22 (61) 289 (228) 103 (33) 64 (121) 111 (99) 278 (253) 92 (201) 3 (0) 219 (184) Morning Peak Hour (Afternoon Peak Hour) 1 (1) 31 (6) 250 (190) 134 (279) 15 (21) 119 (258) 222 (184) 120 (259) 18 (21) 32 (7) 2 (0) 33 (11) 0 (2) 2 (0) 2 (1) 167 (166) 1 (0) 22 (7) 222 (184) 120 (259) 12 (30) 100 (203) 8 (26) 170 (167) 100 (205) 2 (6) 1 (3) 3 (9) 12 (5) 16 (31) 35 (11) 24 (9) 11 (26) 416 (710) 483 (511) 505 (884) 813 (711) 4 (2) 5 (5) 7 (6) 8 (3) 12 (5) 5 (10) 3 (4) 4 (2) 8 (3) 8 (3) 3 (7) 8 (3) 3 (7) 3 (7) 9 (11) 9 (11) 16 (3) 16 (3) 16 (3) 9 (11)

55 344 (180) 253 (198) 100 (68) 244 (181) 20 (43) Exhibit C-5: 2020 Background Traffic Volumes Exisiting 50 (129) 448 (341) 18 (14) 79 (136) 486 (902) 262 (432) 827 (1470) 1036 (702) 319 (754) 697 (446) 190 (489) 454 (713) 533 (644) 38 (66) 422 (394) 33 (63) 32 (74) 285 (580) 200 (251) 606 (1013) 516 (484) 297 (435) 350 (407) 35 (114) 22 (61) 293 (232) 103 (33) 64 (121) 111 (99) 278 (253) 92 (201) 3 (0) 219 (184) Morning Peak Hour (Afternoon Peak Hour) 1 (1) 31 (6) 250 (190) 134 (279) 15 (21) 119 (258) 222 (184) 120 (259) 18 (21) 32 (7) 2 (0) 33 (11) 0 (2) 2 (0) 2 (1) 167 (166) 1 (0) 22 (7) 222 (184) 120 (259) 12 (30) 100 (203) 8 (26) 170 (167) 100 (205) 2 (6) 1 (3) 3 (9) 12 (5) 16 (31) 35 (11) 24 (9) 11 (26) 423 (727) 493 (523) 517 (905) 826 (725) 4 (2) 5 (5) 7 (6) 8 (3) 12 (5) 5 (10) 3 (4) 4 (2) 8 (3) 8 (3) 3 (7) 8 (3) 3 (7) 3 (7) 9 (11) 9 (11) 16 (3) 16 (3) 16 (3) 9 (11)

56 366 (192) 269 (210) 107 (73) 263 (201) 22 (48) Exhibit C-6: 2025 Background Traffic Volumes Exisiting 53 (136) 478 (350) 19 (16) 88 (153) 542 (1006) 292 (481) 922 (1640) 1107 (743) 345 (835) 742 (475) 204 (546) 489 (795) 580 (707) 38 (66) 464 (448) 37 (72) 32 (74) 318 (653) 224 (282) 671 (1127) 550 (502) 325 (475) 373 (433) 37 (123) 22 (61) 314 (249) 103 (33) 64 (121) 111 (99) 278 (253) 92 (201) 3 (0) 219 (184) Morning Peak Hour (Afternoon Peak Hour) 1 (1) 31 (6) 250 (190) 134 (279) 15 (21) 119 (258) 222 (184) 120 (259) 18 (21) 32 (7) 2 (0) 33 (11) 0 (2) 2 (0) 2 (1) 167 (166) 1 (0) 22 (7) 222 (184) 120 (259) 12 (30) 100 (203) 8 (26) 170 (167) 100 (205) 2 (6) 1 (3) 3 (9) 12 (5) 16 (31) 35 (11) 24 (9) 11 (26) 458 (809) 539 (586) 574 (1009) 889 (796) 4 (2) 5 (5) 7 (6) 8 (3) 12 (5) 5 (10) 3 (4) 4 (2) 8 (3) 8 (3) 3 (7) 8 (3) 3 (7) 3 (7) 9 (11) 9 (11) 16 (3) 16 (3) 16 (3) 9 (11)

57 339 (178) 252 (201) 99 (67) Exhibit C-7: 2019 Total Traffic Volumes 266 (183) 20 (41) Exisiting 77 (133) 474 (882) 50 (126) 442 (324) 17 (15) 264 (439) 815 (1454) 1047 (685) 200 (481) 485 (705) 533 (655) 593 (990) 509 (465) 327 (740) 690 (446) 48 (89) 413 (384) 32 (61) 55 (142) 279 (565) 141 (42) 77 (148) 188 (153) 194 (245) 303 (454) 351 (424) 34 (112) 28 (84) 289 (228) 406 (343) 131 (315) 3 (0) 309 (247) Morning Peak Hour (Afternoon Peak Hour) 1 (1) 69 (33) 378 (280) 173 (393) 31 (66) 142 (326) 312 (247) 143 (327) 34 (66) 70 (34) 2 (0) 123 (74) 0 (2) 2 (0) 2 (1) 167 (166) 1 (0) 22 (7) 312 (247) 143 (327) 35 (98) 100 (203) 8 (26) 170 (167) 100 (205) 90 (63) 2 (6) 23 (68) 1 (3) 26 (77) 102 (68) 39 (99) 125 (74) 24 (9) 11 (26) 454 (719) 493 (534) 528 (952) 890 (765) 4 (2) 5 (5) 7 (6) 8 (3) 12 (5) 5 (10) 3 (4) 4 (2) 23 (68) 90 (63) 8 (3) 8 (3) 3 (7) 8 (3) 3 (7) 3 (7) 38 (27) 9 (11) 16 (45) 25 (56) 54 (30) 16 (3) 16 (3) 9 (11) 16 (45) 38 (27)

58 344 (180) 256 (207) 100 (68) Exhibit C-8: 2020 Total Traffic Volumes 281 (190) 20 (43) Exisiting 79 (136) 486 (902) 50 (129) 448 (341) 18 (14) 273 (458) 838 (1496) 1073 (711) 209 (493) 510 (726) 547 (678) 606 (1013) 516 (484) 338 (758) 700 (455) 52 (100) 422 (394) 33 (63) 66 (177) 285 (580) 159 (46) 83 (160) 222 (178) 200 (251) 316 (474) 358 (441) 35 (114) 30 (95) 293 (232) 463 (385) 148 (373) 3 (0) 366 (288) Morning Peak Hour (Afternoon Peak Hour) 1 (1) 69 (33) 435 (322) 190 (451) 34 (78) 156 (373) 369 (288) 157 (374) 37 (78) 70 (34) 2 (0) 180 (115) 0 (2) 2 (0) 2 (1) 167 (166) 1 (0) 22 (7) 369 (288) 157 (374) 49 (145) 100 (203) 8 (26) 170 (167) 100 (205) 118 (84) 7 (24) 32 (97) 1 (3) 40 (124) 159 (109) 53 (146) 182 (115) 24 (9) 11 (26) 479 (740) 507 (557) 551 (1008) 937 (804) 4 (2) 5 (5) 10 (18) 3 (12) 36 (24) 40 (26) 10 (28) 3 (4) 4 (2) 36 (109) 118 (84) 28 (21) 8 (3) 0 (3) 0 (7) 0 (24) 0 (25) 5 (18) 3 (7) 38 (27) 12 (23) 16 (45) 28 (68) 54 (30) 0 (18) 0 (21) 16 (3) 16 (3) 12 (23) 16 (45) 38 (27)

59 366 (192) 272 (219) 107 (73) Exhibit C-9: 2025 Total Traffic Volumes 300 (210) 22 (48) Exisiting 88 (153) 542 (1006) 53 (136) 478 (350) 19 (16) 303 (507) 933 (1666) 1144 (752) 223 (550) 545 (808) 594 (741) 671 (1127) 550 (502) 364 (839) 745 (484) 52 (100) 464 (448) 37 (72) 66 (177) 318 (653) 159 (46) 83 (160) 222 (178) 224 (282) 344 (514) 381 (467) 37 (123) 30 (95) 314 (249) 463 (385) 148 (373) 3 (0) 366 (288) Morning Peak Hour (Afternoon Peak Hour) 1 (1) 69 (33) 435 (322) 190 (451) 34 (78) 156 (373) 369 (288) 157 (374) 37 (78) 70 (34) 2 (0) 180 (115) 0 (2) 2 (0) 2 (1) 167 (166) 1 (0) 22 (7) 369 (288) 157 (374) 49 (145) 100 (203) 8 (26) 170 (167) 100 (205) 118 (84) 7 (24) 32 (97) 1 (3) 44 (126) 159 (109) 53 (146) 182 (115) 24 (9) 11 (26) 514 (822) 553 (620) 608 (1112) 1000 (875) 4 (2) 5 (5) 10 (18) 3 (12) 36 (24) 40 (26) 10 (28) 3 (4) 4 (2) 36 (109) 118 (84) 28 (21) 8 (3) 8 (3) 3 (7) 36 (24) 8 (25) 5 (18) 3 (7) 38 (27) 12 (23) 16 (45) 28 (68) 54 (30) 5 (18) 28 (21) 16 (3) 16 (3) 12 (23) 16 (45) 38 (27)