RICHMOND OAKS HEALTH CENTRE 6265 PERTH STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for: Guycoki (Eastern) Limited.

RICHMOND OAKS HEALTH CENTRE 6265 PERTH STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF Prepared for: Guycoki (Eastern) Limited June 16, 2016 116-638 Brief_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) 692-8662 - Fax (613) 692-1945

TABLE OF CONTENTS PAGE 1. INTRODUCTION... 1 1.1 Scope of Work... 1 2. ADJACENT ROADWAYS AND INTERSECTIONS... 3 3. PROPOSED RICHMOND OAKS HEALTH CENTRE... 4 3.1 Trip Generation... 7 3.2 Trip Distribution... 8 4. TRANSPORTATION IMPACT... 9 4.1 Background Traffic Volumes... 11 4.2 Total Traffic Volumes... 11 4.3 Traffic Analysis... 11 4.4 Transportation Demand Management (TDM)... 20 5. FINDINGS AND RECOMMENDATIONS... 21 APPENDIX... 23 LIST OF FIGURES 1.1 SITE LOCATION PLAN... 2 2.1 EXISTING 2016 WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS... 5 3.1 CONCEPTUAL SITE PLAN... 6 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS... 10 4.1 YEAR 2022 PEAK AM AND PM HOUR BACKGROUND TRAFFIC... 12 4.2 YEAR 2027 PEAK AM AND PM HOUR BACKGROUND TRAFFIC... 13 4.3 YEAR 2022 PEAK AM AND PM HOUR TOTAL TRAFFIC... 14 4.4 YEAR 2027 PEAK AM AND PM HOUR TOTAL TRAFFIC... 15 LIST OF TABLES 3.1 SITE INVENTORY... 7 3.2 TRIP GENERATION RATES... 8 3.3 PEAK HOUR SITE TRIPS GENERATED... 8 4.1 PERTH ST. AND ROCHELLE DR. INTERSECTION - LoS & Delay... 16 4.2 PERTH ST. AND ACCESS 3 (FORTUNE ST.) INTERSECTION - LoS & Delay... 17 4.3 PERTH ST. AND ACCESS 1 INTERSECTION - LoS & Delay... 18 4.4 PERTH ST. AND ACCESS 2 INTERSECTION - LoS & Delay... 19

1. INTRODUCTION RICHMOND OAKS HEALTH CENTRE 6265 PERTH STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF A Site Plan has been prepared for the development of a parcel of land at the intersection of Perth Street and Rochelle Drive in the Village of Richmond, Ottawa. The land has a municipal address of 6265 Perth Street and is currently vacant with the exception of a temporary sales office for Cedarstone Homes Limited. The proposed site for the Richmond Oaks Health Centre is approximately 9,650 m 2 in size and will contain a medical/physiotherapy clinic and pharmacy, office/retail, and a senior rental apartment building. The medical facility is expected to be completed by the end of 2017 with the senior apartment building completed by 2022. The location of the site is shown in Figure 1.1. The developer of the property has retained the firm of D. J. Halpenny & Associates Ltd. to prepare a transportation assessment study report in support of an application for an Official Plan Amendment for the rezoning of the land. The study will address the impact of site related trips on the adjacent roads at the completion of the development. The study will determine the operation of the site accesses onto Perth Street and recommend modifications if required due to the development of the site. 1.1 Scope of Work The scope of the traffic study is to examine the operation of the site accesses and adjacent intersections which may be impacted by the traffic generated by the development. The site is expected to generate a low volume of trips and would not trigger the preparation of a Transportation Impact Assessment report as documented in the City of Ottawa Transportation Impact Assessment Guidelines. Staff of the City of Ottawa has requested that a Transportation Brief be prepared which would assess the impact of the total development on the adjacent roadways and intersections. The site would be developed in two phases where the medical clinic and pharmacy would be completed by 2017 and the senior rental apartment by 2022. The traffic analysis will examine the site at total development by the year 2022. The traffic analysis will be completed for the 2016 traffic counts at the Perth/Rochelle (Queen Charlotte) and Perth/Fortune intersections, and for the two intersections plus site accesses at total development of the site in 2022, and at the year 2027 which represents five years beyond build out of the site. The time period for the study was taken as the weekday peak AM and PM hours of the adjacent streets which is when both the development and the background traffic volumes on the adjacent streets would be the highest. The study will include in the future background traffic the expected traffic generated by the Western Development Lands and Village of Richmond subdivision at the west limit of Richmond as documented in the reports for the developments.

2 FIGURE 1.1 SITE LOCATION PLAN

3 2. ADJACENT ROADWAYS AND INTERSECTIONS The Richmond Oaks Health Centre proposes access directly onto Perth Street. Perth Street (Ottawa Road 10) is a four lane undivided road running east-west through Richmond, and is designated in the Ottawa 20/20 Transportation Master Plan as an arterial road. The Perth Street cross section reduces to a two lane rural roadway approximately 100 m west of Rochelle Drive. The posted speed limit along the road is 50 km./h. There are sidewalks along both sides of the road which terminate at the point where Perth Street becomes a rural roadway. There are no cycling lanes or facilities along the road. Adjacent to the west limit of the site is Rochelle Drive. Rochelle Drive is a north-south two lane local street. The street services a residential community on the north side of Perth Street. The roadway has an urban cross section with a pavement width of 8.5 m. There is no posted speed limit along the road or any signage prohibiting parking. A pedestrian sidewalk exists along the east side of the road and there are no cycling lanes or facilities. Queen Charlotte Street is the extension of Rochelle Drive on the south side of Perth Street. The street is a two lane local street with a semi-urban cross section (curb on the west side of road). There are no signs posting the speed limit or prohibiting parking. There are no pedestrian sidewalks or cycling facilities along the road. Approximately 160 m east of the Perth/Rochelle (Queen Charlotte) intersection is Fortune Street. Fortune Street is a north-south local street with a curb and sidewalk along the east side of the street. There are no posted speed limit signs or signs prohibiting parking. There are no cycling facilities along the road. The intersection of Perth Street and Rochelle Drive (Queen Charlotte Street) is controlled by stop signs at the northbound Queen Charlotte approach and southbound Rochelle approach. The two westbound lanes on Perth Street develop into a single lane on the west side of the intersection by designating the westbound Perth approach as comprising of an exclusive left turn lane and single through/right lane. Perth Street becomes a two lane rural road approximately 100 m west of the intersection. The following is the lane configuration of the intersection: Northbound Queen Charlotte Approach - One shared left/through/right lane Southbound Rochelle Approach - One shared left/through/right lane Eastbound Perth Street Approach - One shared left/through lane One shared through/right lane Westbound Perth Street Approach - One exclusive left turn lane One shared through/right lane The intersection of Perth Street and Fortune Street is located approximately 160 m east of the Perth/Rochelle (Queen Charlotte) intersection. The Perth/Fortune intersection is a T intersection with Fortune Street forming the northbound approach controlled by a stop sign and Perth Street the eastbound and westbound approaches. The following is the lane configuration of the intersection:

4 Northbound Fortune Approach - Eastbound Perth Street Approach - Westbound Perth Street Approach - One shared left/right lane One through lane One shared through/right lane One shared left/through lane One through lane Figure 2.1 shows the weekday traffic counts taken by the consultant on May 18, 2016 at the Perth/Rochelle (Queen Charlotte) intersection. The peak AM hour occurred between 7:15 and 8:15, and the peak PM hour between 4:00 and 5:00. Exhibit 1 in the Appendix presents the traffic counts. Collision data was requested from the City of Ottawa and they reported no collisions during the three year period of January 1, 2012 to December 31, 2014 at the intersections of Perth/Rochelle (Queen Charlotte) and Perth/Fortune. 3. PROPOSED RICHMOND OAKS HEALTH CENTRE The Richmond Oaks Health Centre is located at 6265 Perth Street at the northeast corner of the intersection of Perth Street and Rochelle Drive in the Village of Richmond. The development comprises of two adjoining parcels of land. The westerly parcel is 6,199 m 2 in size and will contain a medical/physiotherapy clinic and a pharmacy in Building 1, and office/retail in Building 2 and Building 3. The property proposes two full movement accesses onto Perth Street. The first access is approximately 50 m east of the Perth/Rochelle (Queen Charlotte) intersection (centreline to centreline), and the second access approximately 78 m east of the intersection. The development will provide 75 surface parking spaces which includes 4 barrier free spaces. Phase 1 is expected to be completed by 2017. Phase 2 is adjacent to the east limit of Phase 1 and will consist of Building 4 which is a 31 unit senior rental apartment building. The site is 3,451 m 2 in size and will have one access onto Perth Street approximately across from Fortune Street. The site will have 37 surface parking spaces of which 2 spaces are barrier free spaces and 6 are designated as visitor parking. Phase 2 comprising of the senior apartment building is expected to be completed by the year 2022. There will be no internal connection for vehicles between Phase 1 and Phase 2. A sidewalk is proposed which would allow pedestrian access between the senior apartment building and the medical clinic and pharmacy. Table 3.1 provides an inventory of the uses for each building of Phase 1 and 2. Figure 3.1 shows a conceptual site plan of the total development and the location of Accesses 1, 2 and 3. Development surrounding the site comprises mainly of residential on both the north and south sides of Perth Street. Commercial development exists along Perth Street with the City of Ottawa Fire Station 82 located at the southwest corner of the Perth/Rochelle (Queen Charlotte) intersection. The land is currently zoned Village Third Density which permits a lower density of residential with no commercial uses. The owner of the land is preparing an application for an Official Plan Amendment for the rezoning of the land to permit commercial and increase the density of residential use.

5 FIGURE 2.1 EXISTING 2016 WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS

6 FIGURE 3.1 CONCEPTUAL SITE PLAN

7 BUILDING 1 TABLE 3.1 SITE INVENTORY LAND USE BUILDING AREA SIZE Medical Clinic 519.57 m 2 5,593 ft 2 1 storey Physiotherapy Clinic 108.88 m 2 1,172 ft 2 1 storey Waiting Area 128.70 m 2 1,385 ft 2 1 storey Pharmacy 387.10 m 2 4,166 ft 2 1 storey Total 1,144.25 m 2 12,316 ft 2 BUILDING 2 Professional Office/Retail 472.98 m 2 5,091 ft 2 1 storey BUILDING 3 Professional Office/Retail 472.98 m 2 5,091 ft 2 1 storey BUILDING 4 Senior Residence 3,256.36 m 2 35,051 ft 2 31 Units 4 storey 3.1 Trip Generation The will examine the trips from the total development (Phase 1 and 2). The horizon years for the study would be for full development of both phases. The trips from the proposed development were determined from the statistical data published in the Institute of Transportation Engineers (ITE) document, Trip Generation, 9 th Edition. Table 3.2 provides the trip generation rates and the applicable ITE Land Use category and code. The trip generation rates are for the average trip rates during the weekday peak AM and PM hour of the adjacent street traffic for all uses on the site. The number of site generated trips utilized the trip rates of Table 3.2 and the proportion of trips entering and exiting the site as documented in the ITE manual. The City of Ottawa Transportation Master Plan 2013 has identified the 2011 peak morning period as having a transit share of 22.4%, with a share expected at 26.0% at the year 2031. Although rural express peak hour transit service by Route 283 and Monday service by Route 201 are available along Perth Street past the site, transit use in the rural area is not expected to be as high as the urban areas of Ottawa. The analysis has therefore applied a 15% transit share reduction to the site generated trips to account for shared trips with public transit. The reduction was applied to all Medical/Physio Clinic, Pharmacy, Office, and Senior Apartments land uses. Table 3.3 shows the expected number of weekday peak AM and PM hour site generated trips for the development.

8 TABLE 3.2 TRIP GENERATION RATES BUILDING USE BUILDING 1 Medical/Physio Clinic + Waiting Area Pharmacy ITE LAND USE Medical-Dental Office Building ITE 720 Pharmacy/Drugstore ITE 880 TRIP GENERATION RATE Peak AM Hr. Peak PM Hr. 2.39 T/1000/ft 2 3.57 T/1000/ft 2 2.94 T/1000/ft 2 8.40 T/1000/ft 2 BUILDING 2 and BUILDING 3 Professional Offices General Office Building ITE 710 1.56 T/1000/ft 2 1.49 T/1000/ft 2 BUILDING 4 Senior Rental Apartments Senior Adult Housing Attached ITE 252 0.20 T/Unit 0.25 T/Unit TABLE 3.3 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Medical/Physio Clinic (720) 19 15 (79%) 4 (21%) 29 8 (28%) 21 (72%) Pharmacy (880) 12 8 (65%) 4 (35%) 35 17 (49%) 18 (51%) Professional Offices (710) 16 14 (88%) 2 (12%) 15 3 (17%) 12 (83%) Senior Apartments (252) 6 2 (34%) 4 (66%) 8 4 (54%) 4 (46%) Subtotal 53 39 14 87 32 55 15% Transit Share Reduction -7-5 -2-14 -6-8 TOTAL SITE TRIPS 46 34 12 73 26 47 3.2 Trip Distribution The distribution of expected site generated trips entering and exiting the development were determined from both the existing weekday peak AM and PM hour traffic counts taken by the consultant, and the examination of the residential areas within Richmond. The residential areas accounted for the expected future development of the Western Development Lands by Mattamy Homes and the Village of Richmond development by Caivan Communities located west of the

9 site which are expected to be fully development by the year 2023. The traffic distribution at the intersections would represent the trip patterns of clients/customers, office workers and residents travelling to and from the site during the weekday peak AM and PM hours. The site generated trips were proportioned along the adjacent roads to the following distribution for both the weekday peak AM and PM hours: Phase 1 Phase 2 Commercial Senior Apartments To/From the north along Rochelle Dr. 5% 0% To/From the south along Fortune St. 5% 5% To/From the east along Perth St. 55% 80% To/From the west along Perth St. 35% 15% Figure 3.2 shows the expected distribution of site trips for the total development during the weekday peak AM and PM hours. 4. TRANSPORTATION IMPACT The study will examine the operation of the Perth/Rochelle, Perth/Fortune (Access 3), and two commercial accesses onto Perth Street (Access 1 and Access 2). The analysis would be conducted for the expected traffic during the weekday peak AM and PM hours. The analysis will use the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the Highway Capacity Manual 2010. The analysis will examine the intersections for the existing 2016 traffic counts, at build out in 2022, and in 2027 which represents five years beyond the completion of the development. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles.

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

11 4.1 Background Traffic Volumes The background traffic volumes along the surrounding roads would represent the expected traffic volumes which would not include the expected trips from the proposed Richmond Oaks Health Centre and senior rental apartment building. The growth in background traffic was determined from a comparison of the May 18, 2016 traffic counts at the Perth/Rochelle intersection and the 2011 traffic counts shown in Figure 5 of the Village of Richmond, prepared by Genivar dated June 21, 2011. The five year comparison of the peak AM and PM hour traffic along Perth Street determined that the background traffic increased at an average annual rate of 1.5 to 2.0 percent. The study has utilized a 2 percent annual growth rate in traffic, and has also included the expected full development traffic from the Western Development Lands and Village of Richmond subdivision. The additional subdivision traffic from the two developments was determined using Figure 10, 2028 Ultimate Traffic, from the Western Development Lands,, prepared by Stantec dated March 2012 which included the trips from the Village of Richmond subdivision. It is assumed that both developments would be fully developed by the year 2022. Figure 4.1 shows the expected balanced 2022 background traffic volumes (excluding the expected trips from the proposed development) and Figure 4.2 the 2027 background traffic. 4.2 Total Traffic Volumes The total expected 2022 and 2027 weekday peak AM and PM hour traffic volumes were determined by the addition of the expected site trips from the proposed development which are shown in Figure 3.2, and the 2022 and 2027 background traffic shown in Figures 4.1 and 4.2 respectively. The result is the expected total traffic volumes which will be examined in the study. The 2022 total traffic is shown in Figure 4.3 and the 2027 total traffic in Figure 4.4. 4.3 Traffic Analysis The study will examine the operation of the existing Perth/Rochelle intersection, and the Perth/Fortune intersection in which the access to the senior apartment building (Access 3) will form the southbound approach to the intersection. The analysis will also examine the two site access points to the medical, pharmacy and office development (Access 1 and 2). The analysis periods would be for the existing 2016 traffic counts, the year 2022 when build out of the total development is expected, and at the year 2027 which represents five years beyond build out of the health centre and senior apartment building. The time period for the analysis would be the weekday peak AM and PM hours of the adjacent roads. The results of the analysis are discussed in detail in the following sections: Perth Street and Rochelle Drive (Queen Charlotte Street) Intersection The Perth/Rochelle intersection is a two-way stop controlled intersection with stop signs placed at the northbound Queen Charlotte Street and southbound Rochelle Drive approaches, which are both single lane approaches with shared left/through/right turning movements.

12 FIGURE 4.1 YEAR 2022 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC

13 FIGURE 4.2 YEAR 2027 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC

14 FIGURE 4.3 YEAR 2022 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC

15 FIGURE 4.4 YEAR 2027 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC

16 An operational analysis utilizing the May 18, 2016 traffic counts and the current lane configuration was conducted for the intersection. The analysis determined that during the peak AM hour the eastbound and westbound Perth Street approaches and northbound Queen Charlotte Street approach functioned at a Level of Service (LoS) A and southbound Rochelle Drive approach at a LoS B during the peak AM hour. During the peak PM hour the Perth Street approaches functioned at a LoS A and Rochelle Drive and Queen Charlotte Street approaches at a LoS B. There were no reported collisions at the intersection during the three year period of 2012, 2013 and 2014. Table 4.1 summarizes the operation of the intersection with the analysis sheets provided in the Appendix as Exhibit 2 for the 2016 peak AM hour and Exhibit 3 for the peak PM hour. TABLE 4.1 PERTH ST. AND ROCHELLE DR. INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2016 2022 (2027) WEEKDAY PEAK PM HOUR YEAR 2016 2022 (2027) LoS Delay (sec.) LoS Delay (sec.) EB Left/Through Perth Street A A (A) 7.78.5 (8.6) A B (C) 8.314.8 (15.3) WB Left Perth Street A B (B) 8.112.1 (12.4) A A (A) 7.89.4 (9.6) NB Left/Through/Right Queen Charlotte A C (C) 9.917.7 (18.1) B C (C) 10.820.4 (22.1) SB Left/Through/Right Rochelle Drive B E (E) 12.335.9 (41.2) B F (F) 14.0188.5 (251.4) At build out of the total site in 2022, the background traffic along Perth Street has increased due to the completion of the Western Development Lands (1,100 housing units) and Village of Richmond subdivision (1,000 housing units). The lane configuration of the intersection assumed that Perth Street has been widened to four lanes between Queen Charlotte Street and the proposed N-S Collector as recommended in the Western Development Lands Transportation Brief report by Stantec. The 2022 operational analysis determined that during the peak AM hour the eastbound and westbound Perth Street approaches and northbound Queen Charlotte Street approach functioned at a LoS A to C and the southbound Rochelle Drive approach at a LoS E with an approach delay of 35.9 seconds. During the peak PM hour the eastbound, westbound and northbound approaches would continue to function at a LoS A to C, with the southbound Rochelle Drive approach functioning at a LoS F with an approach delay of 188.5 seconds. Table 4.1 summarizes the analysis with the analysis sheets provided as Exhibit 4 and 5. At the year 2027 the eastbound, westbound and northbound approaches functioned at a LoS A to C with the southbound Rochelle Drive approach functioning at a LoS E with a 41.2 second approach delay. During the peak PM hour the eastbound, westbound and northbound approaches would continue to function at a LoS A to C, with the southbound Rochelle Drive approach functioning at a LoS F with an approach delay of 251.4 seconds and a 95 th percentile queue of 2.49 vehicles. The 95 th percentile queue at the westbound Perth Street left turn lane

17 was determined to be 0.03 vehicles during the peak AM hour. Table 4.1 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 6 and Exhibit 7. The proposed development would not trigger any requirement for intersection modifications. Perth Street and Access 3 (Fortune Street) Intersection The Perth/Access 3 (Fortune Street) intersection is controlled by a stop sign at the northbound Fortune Street approach, and at the southbound Access 3 approach following the completion of the senior apartment building in 2022. The operational analysis using the existing 2016 traffic determined that the westbound Perth left/through movement would function at a LoS A and Northbound Fortune left/right movement at a LoS B during the peak AM hour. During the peak PM hour both the westbound Perth Street approach and northbound Fortune Street approach would function at a LoS A. The City of Ottawa has determined that there were no reported collisions at the intersection during the three year period of 2012, 2014 and 2014. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 8 and Exhibit 9. TABLE 4.2 PERTH ST. AND ACCESS 3 (FORTUNE ST.) INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2016 2022 (2027) WEEKDAY PEAK PM HOUR YEAR 2016 2022 (2027) LoS Delay (sec.) LoS Delay (sec.) EB Left/Through Perth Street * - A (A) - 8.6 (8.7) - B (C) - 14.6 (15.1) WB Left/Through Perth Street A B (B) 8.212.9 (13.3) A B (B) 8.110.7 (11.1) NB Left/Through/Right Fortune Street B D (D) 10.126.5 (29.7) A C (C) 9.617.5 (19.1) SB Left/Through/Right Access 3 * - E (F) - 45.9 (53.6) - F (F) - 276.1 (297.4) * The existing 2016 traffic represents traffic prior to development with no Access 3 to the senior apartment building resulting in no eastbound left turn and southbound approach movements. At full development of the site in 2022, the eastbound and westbound Perth Street approaches functioned at a LoS A and B, the northbound Fortune Street approach at a LoS D with an approach delay of 26.5 seconds, and southbound Access 3 approach at a LoS E with an approach delay of 45.9 seconds. During the peak PM hour the eastbound and westbound Perth Street approaches and northbound Fortune Street approach functioned at a LoS A to C, and the southbound Access 3 approach at a LoS F with an approach delay of 276.1 seconds. Table 4.2 summarized the operation of the intersection with the analysis sheets provided as Exhibit 10 and Exhibit 11.

18 For the expected traffic at the year 2027, the eastbound and westbound Perth Street approaches would function at a LoS A and B, the northbound Fortune Street approach at a LoS D, and the southbound Access 3 approach at a LoS F with an approach delay of 53.6 seconds. During the peak PM hour the eastbound and westbound Perth Street and northbound Fortune Street approaches would continue to function at a LoS A to LoS D, and the southbound Access 3 approach at a LoS F with an approach delay of 297.4 seconds and a 95 th percentile queue of 0.55 vehicles. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 12 and Exhibit 13. The proposed development would not trigger any requirement for intersection modifications Perth Street and Access 1 Intersection The intersection of Perth Street and Access 1 provides access to the medical facility and offices, and is located approximately across from a window retail store located on the south side of Perth Street and 50 m east of the Perth/Rochelle intersection. The intersection would be a full movement intersection with a stop sign at the southbound Access 1 approach. With background traffic from the full development of the Western Development Lands and Village of Richmond subdivision, the 2022 analysis determined that during the peak AM hour the eastbound Perth Street approach would function at a LoS A and southbound Access 1 approach at a LoS C. During the peak PM hour the eastbound Perth Street approach would function at a LoS B and southbound Access 1 approach at a LoS E with an approach delay of 47.3 seconds. Table 4.3 summarizes the operation of the intersection with the 2022 analysis sheets provided as Exhibit 14 and 15. TABLE 4.3 PERTH ST. AND ACCESS 1 INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2022 (2027) WEEKDAY PEAK PM HOUR YEAR 2022 (2027) LoS Delay (sec.) LoS Delay (sec.) EB Left/Through Perth Street A (A) 8.6 (8.7) B (C) 14.7 (15.2) SB Left/Right Access 1 C (C) 15.7 (16.4) E (F) 47.3 (52.9) For the expected 2027 traffic, the eastbound Perth Street approach would function at a LoS A and southbound Access 1 approach at a LoS C during the peak AM hour. During the peak PM hour the eastbound Perth Street approach would function at a LoS C and southbound Access 1 approach at a LoS F with an approach delay of 52.9 seconds and 95 th percentile queue of 0.47 vehicles. The peak PM hour 95 th percentile queue at the eastbound Perth left/through movement would be 0.03 vehicles (7 m) which would not interfere with the operation of the Perth/Rochelle intersection. Also, in the analysis of the Perth/Rochelle intersection it was determined that the westbound left turn movement would experience a 95 th percentile queue of 0.03 vehicles during

19 the peak AM hour which would not interfere with the full movement access at the Perth/Access 1 intersection. Table 4.3 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 16 and Exhibit 17. There would be no requirement for modification to the site access due to the additional development on the site. Perth Street and Access 2 Intersection The intersection of Perth Street and Access 2 is located approximately across from a driveway to a residential home on the south side of Perth Street and is 78 m east of the Perth/Rochelle intersection. The intersection is the second access point to the health centre and offices, and would provide full turning movements with a stop sign at the southbound Access 2 approach. The 2022 analysis determined that the eastbound Perth Street approach would function at a LoS A and southbound Access 2 at a LoS C during the peak AM hour. During the peak PM hour the eastbound Perth Street approach would function at a LoS B and southbound Access 2 approach at a LoS F with an approach delay of 130.4 seconds. Table 4.4 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 18 and Exhibit 19. TABLE 4.4 PERTH ST. AND ACCESS 2 INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2022 (2027) WEEKDAY PEAK PM HOUR YEAR 2022 (2027) LoS Delay (sec.) LoS Delay (sec.) EB Left/Through Perth Street A (A) 8.6 (8.7) B (C) 14.7 (15.2) SB Left/Right Access 2 C (C) 22.1 (23.4) F (F) 130.4 (157.0) For the expected 2027 traffic, the eastbound Perth Street approach would function at a LoS A and southbound Access 2 approach at a LoS C during the peak AM hour. During the peak PM hour the eastbound Perth Street approach would function at a LoS C and southbound Access 2 approach at a LoS F with an approach delay of 157.0 seconds. The 95 th percentile queue at the eastbound Perth Street approach would be 0.04 vehicles and at the southbound Access 2 approach 2.42 vehicles during the peak PM hour. Table 4.4 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 20 and Exhibit 21. There would be no requirement for modification to the site access due to the additional development on the site.

20 4.4 Transportation Demand Management (TDM) The City of Ottawa is implementing Transportation Demand Management (TDM) measures as a plan to reduce peak hour traffic along the City s transportation network. The site comprises of a commercial component for the Richmond Oaks Health Centre, and a senior rental apartment which can take advantage of all modes of transportation. The Site Plan does serve the principals of TDM by locating the site in close proximity to pedestrian, cycling and transit facilities. The following will list the facilities which would reduce the volumes of peak hour vehicular traffic: 1. Pedestrian sidewalks exist along Perth Street and the surrounding residential community. The senior apartment building (Building 4) has an interior connecting sidewalk with the medical clinic and pharmacy adjacent to the west property limit. The sidewalks also provide safe access to other commercial developments such as the shopping plaza along Nixon Farm Drive. 2. OC Transpo Route 283 travels along Perth Street during peak AM and PM hours providing service between Munster and downtown. Bus stops are located within one block from the commercial and senior apartment building. OC Transpo also provides Route 201 which makes one trip in each direction on Mondays between Richmond and Carlingwood shopping centre. The service would be of benefit for seniors of the apartment building, with a bus stop at Fortune Street and Perth Street. 3. Perth Street is designated as a spine route in the City of Ottawa Transportation Master Plan. There are presently no cycling lanes along Perth Street, but bicycles can share the road with motor vehicles and cycle throughout the residential neighbourhood. The Site Plan will provide bicycle racks on the site.

21 5. FINDINGS AND RECOMMENDATIONS A Site Plan has been prepared for the owners of land at 6265 Perth Street in Richmond. The Site Plan proposed the construction of the Richmond Oaks Health Centre which would include a medical and physiotherapy clinic, pharmacy and office space on the west portion of the property, and a 31 unit senior rental apartment on the east portion. The health facility will have two access points directly onto Perth Street, and the senior apartment building one access onto Perth Street. The health facility is expected to be completed by 2017 and the senior apartment building by the year 2022. The has examined the operation of the Perth/Rochelle (Queen Charlotte), Perth/Access 3 (Fortune), Perth/Access 1, and Perth/Access 2 intersections. The analysis was completed for the existing 2016 traffic counts, at the expected 2022 traffic at total build out of the development, and at the year 2027 which represents five years beyond build out. The time period of the analysis would be the future weekday peak AM and PM hour traffic of the adjacent roads. The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that the total development would generate 34 new trips entering and 12 trips exiting the site during the peak AM hour, and 26 new trips entering and 47 trips exiting the site during the peak PM hour. The number of new site generated trips would not trigger the requirement of a Transportation Impact Assessment report as documented in the City of Ottawa Transportation Impact Assessment Guidelines. This was prepared to assess the impact of the new development on the adjacent roads. 2) The traffic analysis for 2022 and 2027 has assumed full development of the Western Development Lands (1,100 housing units) and the Village of Richmond subdivision (1,000 housing units) locate at the west limit of Richmond. The background traffic was determined from the Western Development Lands, March 2012, prepared by Stantec. A 2.0 percent annual growth factor was also applied to the existing traffic counts to account for future development in addition to the two subdivisions. 3) The site trips generated by the Richmond Oaks Health Centre with the medical and physiotherapy clinic, pharmacy and offices would be low resulting in only a minor impact on the adjacent roads. The high volume of future background traffic along Perth Street would result in long delays at the southbound Access 1 and Access 2 approaches to Perth Street during peak hours. The two site accesses would not interfere with the operation of the Perth/Rochelle (Queen Charlotte) intersection. The development of the site would not result in the requirement of intersection modifications. 4) The senior rental apartment building would have one access (Access 3) which would form the southbound approach to the Perth/Fortune intersection. With the increasing background traffic, the delay at the southbound Access 3 approach to the apartment building would be long during peak hours. The development of the site would not result in the requirement of intersection modifications.

22 5) The 2022 and 2027 analysis of the Perth/Rochelle (Queen Charlotte) intersection determined that the high volume of background traffic would result in long delays at the southbound Rochelle Drive approach. With few trips assigned to Rochelle Drive, the development of the site would not result in the requirement of intersection modifications. 6) The volume of background traffic should be monitored to determine if the future development of lands to the west would require further modifications to Perth Street. Widening Perth Street to four lanes between Rochelle Drive (Queen Charlotte Street) and the proposed N-S Collector has already been mentioned in the Western Development Lands. Possible alternatives to reducing traffic along Perth Street may need further examination including a new east-west village collector road at the north end of the village as documented in the Village of Richmond TMP. 7) The Check List is provided in the Appendix as Exhibit 22. Prepared by: David J. Halpenny, M. Eng., P. Eng.

23 APPENDIX TRAFFIC COUNTS Perth Street and Rochelle Drive OPERATIONAL ANALYSIS WORK SHEETS TRANSPORTATION BRIEF CHECK LIST

24 EXHIBIT 1 WEEKDAY PEAK HOUR TRAFFIC COUNTS (May 18, 2016) Perth/Rochelle All Vehicles Time Period Northbound Southbound Eastbound Westbound LT ST RT LT ST RT LT ST RT LT ST RT Total 07:00 07:15 0 0 0 9 0 1 0 75 1 0 37 1 124 07:15 07:30 0 1 2 3 0 0 0 119 0 1 41 3 170 07:30 07:45 0 0 3 5 0 2 0 88 0 1 56 1 156 07:45 08:00 0 0 2 6 0 1 0 91 0 2 62 1 165 08:00 08:15 0 0 2 4 1 1 1 77 0 0 51 4 141 08:15 08:30 1 0 1 3 0 1 1 75 0 1 39 4 126 08:30 08:45 0 0 2 4 0 2 0 57 0 2 28 4 99 08:45 09:00 0 0 3 6 1 0 3 76 0 0 38 1 128 16:00 16:15 0 0 2 2 0 2 2 82 0 0 103 10 203 16:15 16:30 0 0 1 3 0 3 1 72 0 0 101 1 182 16:30 16:45 0 0 1 2 0 1 1 67 0 2 104 2 180 16:45 17:00 1 0 0 4 1 0 1 58 0 1 110 4 180 17:00 17:15 0 0 0 3 0 2 1 55 0 3 95 10 169 17:15 17:30 0 0 1 9 0 0 2 46 0 3 121 8 190 17:30 17:45 0 0 1 5 0 2 4 49 1 1 116 8 187 17:45 18:00 1 0 0 3 0 3 1 61 0 3 95 5 172 Truck & Bus Traffic Time Period Northbound Southbound Eastbound Westbound LT ST RT LT ST RT LT ST RT LT ST RT Total 07:00 07:15 0 0 0 0 0 0 0 0 1 0 2 0 3 07:15 07:30 0 0 0 0 0 0 0 3 0 0 2 2 7 07:30 07:45 0 0 0 0 0 1 0 3 0 0 10 1 15 07:45 08:00 0 0 0 0 0 0 0 6 0 0 2 0 8 08:00 08:15 0 0 0 0 0 0 0 3 0 0 1 0 4 08:15 08:30 0 0 0 0 0 0 0 0 0 0 4 0 4 08:30 08:45 0 0 0 0 0 1 0 3 0 0 0 1 5 08:45 09:00 0 0 0 1 0 0 1 3 0 0 3 0 8 16:00 16:15 0 0 0 0 0 1 1 4 0 0 9 0 15 16:15 16:30 0 0 0 0 0 1 0 2 0 0 1 0 4 16:30 16:45 0 0 0 0 0 0 0 3 0 0 2 0 5 16:45 17:00 0 0 0 0 0 0 0 2 0 0 6 0 8 17:00 17:15 0 0 0 0 0 0 0 3 0 0 2 0 5 17:15 17:30 0 0 0 0 0 0 0 4 0 0 4 0 8 17:30 17:45 0 0 0 0 0 0 0 0 0 0 4 0 4 17:45 18:00 0 0 0 0 0 0 0 3 0 0 3 0 6

25 EXHIBIT 2 2016 PEAK AM HOUR EXISTING TRAFFIC Perth/Rochelle (Queen Charlotte) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Perth/Rochelle Analysis Year: 2016 Traffic Counts Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Rochelle Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 1 375 0 4 210 9 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 1 407 0 4 228 9 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 2 0 1 1 0 Configuration LT TR L TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 0 1 9 18 1 4 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 1 9 19 1 4 Percent Heavy Vehicles 0 0 1 1 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LTR LTR v (vph) 1 4 10 24 C(m) (vph) 1342 1163 751 519 v/c 0.00 0.00 0.01 0.05 95% queue length 0.00 0.01 0.04 0.15 Control Delay 7.7 8.1 9.9 12.3 LOS A A A B Approach Delay 9.9 12.3 Approach LOS A B

26 EXHIBIT 3 2016 PEAK PM HOUR EXISTING TRAFFIC Perth/Rochelle (Queen Charlotte) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Perth/Rochelle Analysis Year: 2016 Traffic Counts Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Rochelle Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 5 279 0 3 418 17 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 5 303 0 3 454 18 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 2 0 1 1 0 Configuration LT TR L TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 1 0 4 11 1 6 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 1 0 4 11 1 6 Percent Heavy Vehicles 0 0 1 1 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LTR LTR v (vph) 5 3 5 18 C(m) (vph) 1100 1269 624 416 v/c 0.00 0.00 0.01 0.04 95% queue length 0.01 0.01 0.02 0.14 Control Delay 8.3 7.8 10.8 14.0 LOS A A B B Approach Delay 10.8 14.0 Approach LOS B B

27 EXHIBIT 4 2022 PEAK AM HOUR TOTAL TRAFFIC Perth/Rochelle (Queen Charlotte) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Perth/Rochelle Analysis Year: Year 2022 Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Rochelle Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 1 1248 0 5 504 11 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 1 1356 0 5 547 11 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 2 0 1 2 0 Configuration LT TR L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 0 1 10 21 1 5 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 1 10 22 1 5 Percent Heavy Vehicles 0 0 1 1 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LTR LTR v (vph) 1 5 11 28 C(m) (vph) 1023 514 295 144 v/c 0.00 0.01 0.04 0.19 95% queue length 0.00 0.03 0.12 0.69 Control Delay 8.5 12.1 17.7 35.9 LOS A B C E Approach Delay 17.7 35.9 Approach LOS C E

28 EXHIBIT 5 2022 PEAK PM HOUR TOTAL TRAFFIC Perth/Rochelle (Queen Charlotte) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Perth/Rochelle Analysis Year: Year 2022 Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Rochelle Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 6 759 0 3 1558 21 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 6 824 0 3 1693 22 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 2 0 1 2 0 Configuration LT TR L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 1 0 5 13 1 7 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 1 0 5 14 1 7 Percent Heavy Vehicles 0 0 1 1 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LTR LTR v (vph) 6 3 6 22 C(m) (vph) 375 815 240 38 v/c 0.02 0.00 0.03 0.58 95% queue length 0.05 0.01 0.08 2.04 Control Delay 14.8 9.4 20.4 188.5 LOS B A C F Approach Delay 20.4 188.5 Approach LOS C F

29 EXHIBIT 6 2027 PEAK AM HOUR TOTAL TRAFFIC Perth/Rochelle (Queen Charlotte) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Perth/Rochelle Analysis Year: Year 2027 Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Rochelle Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 1 1292 0 5 529 12 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 1 1404 0 5 574 13 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 2 0 1 2 0 Configuration LT TR L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 0 1 11 23 1 5 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 1 11 24 1 5 Percent Heavy Vehicles 0 0 1 1 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LTR LTR v (vph) 1 5 12 30 C(m) (vph) 998 493 286 129 v/c 0.00 0.01 0.04 0.23 95% queue length 0.00 0.03 0.13 0.85 Control Delay 8.6 12.4 18.1 41.2 LOS A B C E Approach Delay 18.1 41.2 Approach LOS C E

30 EXHIBIT 7 2027 PEAK PM HOUR TOTAL TRAFFIC Perth/Rochelle (Queen Charlotte) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Perth/Rochelle Analysis Year: Year 2027 Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Rochelle Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 6 792 0 4 1607 23 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 6 860 0 4 1746 24 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 2 0 1 2 0 Configuration LT TR L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 1 0 5 15 1 7 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 1 0 5 16 1 7 Percent Heavy Vehicles 0 0 1 1 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT L LTR LTR v (vph) 6 4 6 24 C(m) (vph) 357 790 217 33 v/c 0.02 0.01 0.03 0.73 95% queue length 0.05 0.02 0.09 2.49 Control Delay 15.3 9.6 22.1 251.4 LOS C A C F Approach Delay 22.1 251.4 Approach LOS C F

31 EXHIBIT 8 2016 PEAK AM HOUR EXISTING TRAFFIC Perth/Access 3 (Fortune) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Perth/Fortune Analysis Year: 2016 Traffic Counts Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Fortune Street Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 401 1 15 219 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 435 1 16 238 Percent Heavy Vehicles -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 2 0 0 2 Configuration T TR LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 4 66 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 4 71 Percent Heavy Vehicles 0 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT LR v (vph) 16 75 C(m) (vph) 1134 787 v/c 0.01 0.10 95% queue length 0.04 0.31 Control Delay 8.2 10.1 LOS A B Approach Delay 10.1 Approach LOS B

32 EXHIBIT 9 2016 PEAK PM HOUR EXISTING TRAFFIC Perth/Access 3 (Fortune) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Perth/Fortune Analysis Year: 2016 Traffic Counts Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Fortune Street Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 290 4 77 436 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 315 4 83 473 Percent Heavy Vehicles -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 2 0 0 2 Configuration T TR LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 2 36 Peak Hour Factor, PHF 0.92 0.92 Hourly Flow Rate, HFR 2 39 Percent Heavy Vehicles 0 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT LR v (vph) 83 41 C(m) (vph) 1252 824 v/c 0.07 0.05 95% queue length 0.21 0.16 Control Delay 8.1 9.6 LOS A A Approach Delay 9.6 Approach LOS A

33 EXHIBIT 10 2022 PEAK AM HOUR TOTAL TRAFFIC Perth/Access 3 (Fortune) HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Perth/Fortune Analysis Year: Year 2022 Project ID: Richmond Oaks Health Centre East/West Street: Perth Street North/South Street: Fortune Street/Access 3 Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 1 2 3 4 5 6 Volume 0 1271 1 43 528 2 Peak-Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 0 1381 1 46 573 2 Percent Heavy Vehicles 0 -- -- 0 -- -- Median Type/Storage Undivided / RT Channelized? Lanes 0 2 0 0 2 0 Configuration LT TR LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement 7 8 9 10 11 12 Volume 7 0 161 2 0 1 Peak Hour Factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 Hourly Flow Rate, HFR 7 0 174 2 0 1 Percent Heavy Vehicles 0 0 0 0 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes 0 1 0 0 1 0 Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement 1 4 7 8 9 10 11 12 Lane Config LT LT LTR LTR v (vph) 0 46 181 3 C(m) (vph) 1008 502 344 91 v/c 0.00 0.09 0.53 0.03 95% queue length 0.00 0.30 2.91 0.10 Control Delay 8.6 12.9 26.5 45.9 LOS A B D E Approach Delay 26.5 45.9 Approach LOS D E