MEDICAL COUNCIL OF CANADA 1021 THOMAS SPRATT PLACE TRANSPORTATION BRIEF

MEDICAL COUNCIL OF CANADA 121 THOMAS SPRATT PLACE TRANSPORTATION BRIEF Prepared By: NOVATECH Suite 2, 24 Michael Cowpland Drive Ottawa, Ontario K2M 1P6 November 214 Novatech File: 113212 Reference No. R)214)54

Documentation and Reporting Checklist Report Context (Section 1.) Description of the development (include all of the following that are known at the time of the application): Municipal address; Location relative to major elements of the existing transportation system (e.g., the site is located in the southwest quadrant of the intersection of Main Street/ First Street, 6 metres from the Maple Street Rapid Transit Station); Existing land uses or permitted use provisions in the Official Plan, Zoning By)law, etc.; Proposed land uses and relevant planning regulations to be used in the analysis; Proposed development size (building size, number of residential units, etc.) and location on site; Estimated date of occupancy; Planned phasing of development; Proposed number of parking spaces (not relevant for Registration of Plans of Subdivision); and Proposed access points and type of access (full turns, right)in/ right)out, turning restrictions, etc.). Study area; Time periods and phasing; and Horizon years (include reference to phased development). The TB must include a key plan that shows the general location of the development in relation to the surrounding area. The TB must also provide a draft site plan or development concept of a suitable scale that shows the general location of the development and the proposed access locations. If the proposed development/ redevelopment is to be constructed in phases, a description must be provided for each phase, identifying the proposed timing of implementation. Existing Conditions (Section 2.) Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and posted speed limit; Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other relevant data (e.g., extraordinary lane widths, grades, etc.); Existing access points to adjacent developments (both sides of all roads bordering the site); Existing transit system, including stations and stops; Existing on) and off)road bicycle facilities and pedestrian sidewalks and pathway networks; Existing system operations (V/C, LOS); and

Major trip generators/ attractors within the Study Area should be indicated. The TB report must include figures documenting the existing travel demands by mode. A photographic inventory of the transportation network elements in the vicinity of the proposed access points would be beneficial to staff in their review of the Consultant s report. Demand Forecasting (Section 3.) Trip generation forecasts Impact Analysis (Section 4.) Qualitative assessment of impacts on capacity; non)auto modes; on)site circulation; community Mitigation Measures and Site Design Characteristics (Section 5.78.) The TB must identify all mitigation measures required to offset network impacts from the development. The TB must also identify key site design features required to implement the Official Plan and Transportation Master Plan policies regarding site development. The TB must include all of the following, where they are required by the subject development: Location and timing of proposed changes to existing traffic controls at intersections (e.g., new traffic signals, Stop signs, etc.); Mitigation measures required to offset impacts on the surface and Rapid Transit networks; New or modified elements of the bicycle and pedestrian networks; Community impact mitigation measures; and Proposed TDM features or programs to support the site development.

Transportation Brief 121 Thomas Spratt Place TABLE OF CONTENTS 1. INTRODUCTION... 1 1.1 ANALYSIS METHODS... 2 1.2 ANALYSIS PARAMETERS... 3 2. EXISTING CONDITIONS... 3 2.1 ROADWAY FACILITIES... 3 2.2 STUDY AREA INTERSECTIONS... 4 2.3 EXISTING PEDESTRIAN AND BICYCLE FACILITIES... 4 2.4 EXISTING TRANSIT FACILITIES... 4 2.6 EXISTING TRAFFIC VOLUMES... 5 3. TRAVEL DEMAND FORECASTING... 6 3.1 OTHER AREA DEVELOPMENTS... 6 3.2 TRIP GENERATION... 6 3.3 TRIP DISTRIBUTION... 8 3.3.1 Vehicular Trips... 8 3.3.2 Transit Trips... 8 4. INTERSECTION ANALYSIS... 9 4.1 EXISTING TRAFFIC... 9 4.2 TOTAL TRAFFIC... 1 5. PROVISIONS FOR NONAUTO MODES... 11 6. ONSITE DESIGN... 12 6.1 PROPOSED ACCESS... 12 6.2 ON"SITE PARKING... 12 6.3 GARBAGE COLLECTION AND LOADING... 13 7. COMMUNITY IMPACTS... 13 8. TRANSPORTATION DEMAND MANAGEMENT... 13 9. CONCLUSIONS AND RECOMMENDATIONS... 14 Novatech Page i

Transportation Brief 121 Thomas Spratt Place Figures Figure 1a Figure 1b Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Aerial Photo of Subject Site Key Plan Proposed Site Plan OC Transpo System Map Existing Traffic Volumes Other Area Development Traffic Site Generated Traffic Total Traffic Volumes Tables Table 1 Table 2 Table 3 Table 4 Table 5 Table 6 Table 7 Table 8 ITE Trip Generation Person Trips Person Trips by Modal Share Top Origins/Destinations of Alta Vista District Trips Intersection Capacity Analysis Existing Traffic Intersection Capacity Analysis Existing Traffic (Mitigated) Intersection Capacity Analysis Total Traffic Intersection Capacity Analysis Total Traffic (Mitigated) Appendices Appendix A: Transit Maps Appendix B: Traffic Count and Signal Timing Data Appendix C: 2211 Thurston Drive Transportation Overview Excerpts Appendix D: 211 TRANS O!D Survey Report Excerpts Appendix E: Synchro Analysis Reports Appendix F: OTM Signal Justification Calculations Novatech Page ii

Transportation Brief 1. 121 Thomas Spratt Place INTRODUCTION This Transportation Brief (TB) has been prepared in support of a Site Plan Control (SPC) application for the proposed office development at 121 Thomas Spratt Place. The subject site forms part of the Ottawa Business Park and is located east of the Thomas Spratt Place cul)de)sac, as shown in Figure 1a. A key plan is also shown in Figure 1b. Figure 1a Aerial Photo of Subject Site The site has an area of 1.578 hectares and is bordered by the Canadian National Railway (CNR) to the south, a hydro corridor and soccer fields to the north and industrial developments to the west and east. Under the City of Ottawa Zoning By)law, the subject site is zoned IL (Light Industrial) which permits the proposed use. The proposal includes two phases of development. Phase One consists of a 6,148 m2 (66,177 ft2) four)storey office building which will serve as the new head offices for the Medical Council of Canada. Phase One will include surfacing parking for 189 vehicles and the expected occupancy date is 215. Phase Two consists of a 2,12 m2 (22,82 ft2) building expansion with surface parking for an additional 27 vehicles, bringing the total on)site parking to 216 spaces. The timing of the Phase Two building expansion is unknown as Phase One is expected to accommodate the projected needs for a period of at least 1 years. The site plan for the proposed development is shown in Figure 2. Novatech Page 1

Transportation Brief 121 Thomas Spratt Place Access to the site will be provided by a new driveway connection to the Thomas Spratt Place cul) de)sac. 1.1 Analysis Methods The types of analysis undertaken to assess the transportation impacts of the proposed development are consistent with the requirements of the City of Ottawa Transportation Impact Assessment (TIA) Guidelines, published in 26. Intersection capacity analysis has been completed using the software package Synchro 8.. This software uses methodology from the Highway Capacity Manual 21 (HCM), published by the Transportation Research Board, to evaluate signalized and unsignalized intersections. Intersection operating conditions are commonly described in terms of a Level of Service (LOS). LOS is a qualitative measurement of speed, freedom to manoeuvre, interruptions, comfort and convenience. Letters are assigned to six levels, with LOS A representing optimal operating conditions and LOS F representing failing operating conditions. The City of Ottawa has adopted criteria that directly relate the LOS of a signalized intersection to a volume to capacity (v/c) ratio. Vehicle capacity is defined as the maximum number of vehicles that can pass a given point during a specified period under prevailing traffic conditions. The City s criteria are as follows: LOS v/c ratio A to.6 B.61 to.7 C.71 to.8 D.81 to.9 E.91 to 1. F >1. The LOS for an unsignalized intersection is based on average control delay and is defined for individual movements. Control delay includes initial deceleration, queue move)up time, stopped time and final acceleration. The HCM presents the following criteria relating the LOS for individual movements to average control delay: LOS Delay (sec/veh) A <1 B 1 to 15 C 15 to 25 D 25 to 35 E 35 to 5 F >5 Novatech Page 2

Transportation Brief 121 Thomas Spratt Place In this assessment, movements at signalized and unsignalized intersections have been evaluated in terms of the LOS as defined in the foregoing tables. Mitigation measures in the form of additional lane capacity and/or signal adjustments have been identified for movements with LOS F. The methodologies used to analyze the transportation impacts of the proposed development are described as follows: An operational evaluation of the site access and study area intersections under the existing and total traffic conditions (i.e. existing traffic plus development traffic) for the weekday AM and PM peak hours, An assessment of provisions for non)auto travel modes, including integration with local transit service, and connections with the local pedestrian and bicycle networks, A review of the proposed on)site design in terms of access, parking facilities, and loading/garbage service requirements, and An evaluation of conformance with Transportation Demand Management (TDM) principles 1.2 Analysis Parameters The study area for this report was confirmed with City staff, and includes the following intersections: Conroy Road / Thurston Drive; St. Laurent Boulevard / Thurston Drive; Thurston Drive / Thomas Spratt Place. The selected time periods for analysis include the weekday AM and PM peak hours. Based on the nature of the proposed development, these time periods are considered to represent the worst case combination of site)generated traffic and adjacent street traffic. 2. EXISTING CONDITIONS 2.1 Roadway Facilities Conroy Road is a two way arterial roadway that runs on a north)south alignment between Walkley Road and Bank Street. In the vicinity of the subject site, Conroy Road has a four)lane divided urban cross section. Conroy Road is designated as an urban truck route and has a posted speed limit of 6 km/hr within the study area. St. Laurent Boulevard is a two way collector roadway that runs on a north)south and east)west alignment between Walkley Road and Conroy Road. In the vicinity of the subject site, St. Laurent Boulevard has a two)lane undivided urban cross section and a regulatory speed limit of 5kph under the Ontario Highway Traffic Act. Thurston Drive is a two way local roadway that runs on a north)south and east)west alignment between St. Laurent Boulevard and Conroy Road. Thomas Spratt Place is a two way local roadway that runs on an east)west alignment and terminates in a cul)de)sac approximately 12m east of Thurston Drive. Thurston Drive and Thomas Spratt Place have two)lane undivided urban Novatech Page 3

Transportation Brief 121 Thomas Spratt Place cross sections with 11m road widths and regulatory speed limits of 5kph under the Ontario Highway Traffic Act. 2.2 Study Area Intersections The study area intersections are described as follows: Conroy Road / Thurston Drive Conroy Road and Thurston Drive form a tee intersection that operates under traffic signal control; An access to the snow disposal facility at 31 Conroy forms the fourth (westerly) leg of the intersection; Dedicated left turn lanes are provided on all approaches; and A channelized right turn lane is provided on the northbound approach. Thurston Drive / St. Laurent Boulevard Thurston Drive and St. Laurent Boulevard form a tee intersection that operates under all) way stop control; An access to a private distribution company at 232 St. Laurent Boulevard forms the fourth (northerly) leg of the intersection; All legs consist of a single approach lane. Thurston Drive / Thomas Spratt Place Thomas Spratt Place and Thurston Drive form a tee intersection with stop control on Thomas Spratt Place; All legs consist of a single approach lane. 2.3 Existing Pedestrian and Bicycle Facilities Existing pedestrian facilities within the study area are described as follows: Concrete sidewalk is provided along the east side of Conroy Road; An asphalt multi)use pathway (MUP) is provided on the west side of Conroy Road; Concrete sidewalk is provided on the north/west side of St. Laurent Boulevard; Concrete sidewalk is provided on the north/west side of Thurston Drive; and A pathway is provided along the north side of the hydro corridor/soccer fields north of the subject site. Existing cycling facilities within the study area include dedicated bike lanes along Conroy Road, in addition to the asphalt MUP provided along the west side. 2.4 Existing Transit Facilities A portion of the 214 OC Transpo system map for the study area is included in Appendix A. Novatech Page 4

Transportation Brief 121 Thomas Spratt Place This report describes all existing transit facilities within a five minute walk of the subject site, which equates to a distance of approximately 4m. Bus stops #439 and #435 are located in the southeast and northeast corner of the St. Laurent Boulevard/Thurston Drive intersection at a walking distance of approximately 43m and 45m from the subject site respectively. These stops provide service to the regular route 114; travelling between Hurdman and Greenboro Stations on 1 to 15 minute headways during weekday rush hours. The location of the aforementioned bus stops in relation to the subject site is shown in Figure 3. Figure 3: OC Transpo Bus Stop Locations 2.6 Existing Traffic Volumes An eight hour traffic count was conducted by the City of Ottawa at the signalized intersection of Conroy Road/Thurston Drive on Monday June 27th, 211. Novatech commissioned the City of Ottawa to complete an eight hour count at the unsignalized intersection of St. Laurent Boulevard/Thurston drive on January 15, 214 for the purpose of this report. Peak hour summary sheets for the above traffic counts are included in Appendix B. Peak hour traffic volumes at the Thurston Drive/Thomas Spratt Place intersection were approximated using the adjacent counts and estimated site traffic for the existing uses with vehicular access along Thomas Spratt Place. The existing weekday AM and PM peak hour traffic volumes are shown in Figure 4. Novatech Page 5

Transportation Brief 121 Thomas Spratt Place 3. TRAVEL DEMAND FORECASTING 3.1 Other Area Developments It was confirmed with City staff that traffic generated by the proposed office development at 2211 Thurston Drive should be incorporated into the total traffic conditions. A Transportation Overview for the proposed office development at 2211 Thurston Drive was submitted by Delcan on February 9 th, 212. Relevant excerpts of the aforementioned Transportation Overview are included in Appendix C. Trips generated by the proposed office development at 2211 Thurston Drive are shown in Figure 5. 3.2 Trip Generation Trips generated by the proposed two phases of development have been estimated using peak hour rates identified in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 9 th Edition for the Corporate Headquarters land use. The estimated weekday AM and PM peak hour trips are outlined in Table 1 below. Table 1: ITE Trip Generation Land Use Code GFA AM Peak (vph 1 ) PM Peak (vph) In Out Total In Out Total Phase 1 Corporate Headquarters Phase 2 Corporate Headquarters 1. vph = Vehicles per Hour 714 66,177 ft 2 95 7 12 11 96 17 714 88,997 ft 2 125 9 134 14 123 137 The trip generation surveys compiled in the ITE Trip Generation Manual only record vehicle trips, and the sites surveyed are typically located in suburban locations in the United States where non) auto modes of transportation typically have a modal share of 1% or less. Where multiple modes of transportation are readily available, it is considered good practice to express projected trip generation volumes in terms of person trips, instead of vehicle trips. To convert ITE vehicle trip rates to person trip rates, two adjustment factors have been applied: Vehicle occupancy factor: 1.29 (taken from the 211 TRANS O)D Survey Report) Non)auto usage factor: 1.1 (non)auto trips not counted in ITE surveys, assumed 1%) Combining the two factors gives an overall vehicle trip to person trip adjustment factor of approximately 1.42. This factor was applied to the vehicle trips projected by the ITE rates to estimate the number of person trips generated by the site in the AM and PM peak hours. The estimated peak hour person trips are shown in the following table for each development phase. Novatech Page 6

Transportation Brief 121 Thomas Spratt Place Table 2: Person Trips Land Use Code GFA AM Peak (pph 1 ) PM Peak (pph) In Out Total In Out Total Phase 1 Corporate Headquarters Phase 2 Corporate Headquarters 1. pph = persons per hour 714 66,177 ft 2 14 11 151 16 14 156 714 88,997 ft 2 177 13 19 19 175 194 The number of car trips that the site will generate has been estimated by categorizing the person trips by modal share. The auto)driver trip shares are based on observed percentages in the 211 Trans O!D Survey Report that are specific to the region referred to as the Alta Vista District. An auto modal share of 65% is assumed for trips generated by the proposed office space based on all observed trips within the Alta Vista District, including those with an origin or destination beyond that area. A full breakdown of the projected number of trips by modal share is shown in the following table. Table 3: Person Trips by Modal Share Travel Mode Phase 1 Modal Share AM Peak PM Peak In Out Total In Out Total Person Trips 14 11 151 16 14 156 Auto Driver 65% 91 7 98 1 91 11 Auto Passenger 1% 14 1 15 2 14 16 Transit 15% 21 2 23 2 21 23 Non)Auto 1% 14 1 15 2 14 16 Phase 2 Person Trips 177 13 19 19 175 194 Auto Driver 65% 115 8 125 12 114 126 Auto Passenger 1% 18 2 2 2 18 2 Transit 15% 26 2 28 3 26 29 Non)Auto 1% 18 1 19 2 18 2 Novatech Page 7

Transportation Brief 121 Thomas Spratt Place 3.3 Trip Distribution 3.3.1 Vehicular Trips The projected distribution of vehicular trips generated by the proposed development has been derived with appropriate consideration given to several key factors, including: the size and nature of the proposed development; existing traffic patterns; the location of the site access with respect to the adjacent roadway system; and the principles of logical trip routing. The assumed distribution of vehicular trips generated during the weekday AM and PM peak hours is summarized as follows: 35% to/from the east via St. Laurent Boulevard; 5% to/from the west via St. Laurent Boulevard; 1% to/from the north via Conroy Road; and 5% to/from the south via Conroy Road. The projected peak hour vehicle trip volumes generated by the proposed development at full build) out of the two phases are shown in Figure 6. The projected total traffic volumes are shown in Figure 7. 3.3.2 Transit Trips The distribution of transit trips to and from the proposed development has been derived from the data presented in Tables 6)2 and 6)3 of the 211 TRANS O!D Survey Report. Tables 6)2 and 6)3 are included in this report as Appendix D. The top origins/destinations for all arriving and departing trips generated within the Alta Vista District are summarized in the following table. Table 4: Top Origins/Destinations of Alta Vista District Trips PM Peak AM Peak % Trips Destination of Origin of Arrivals Departures % Trips Alta Vista 27% Alta Vista 31% Hunt Club 13% Hunt Club 11% Orleans 1% Orleans 1% Ottawa Inner Area 7% Ottawa Inner Area 8% Merivale 6% Merivale 6% Based on the data presented in Table 4, the top origins and destinations for all trips generated by the Alta Vista District are the Alta Vista District itself, the Hunt Club District, the Orleans District, the Ottawa Inner District and the Merivale District. Novatech Page 8

Transportation Brief 121 Thomas Spratt Place For the purposes of this analysis, all site)generated transit trips are assumed to use regular route 114. The projected passenger loadings are summarized as follows: AM Peak Hour 28 people (26 alighting, 2 boarding) at Stop #439 on St. Laurent Boulevard PM Peak Hour 29 people (3 alighting, 26 boarding) at Stop #439 on St. Laurent Boulevard Based on the projected transit trip volumes associated with the proposed development, no capacity problems are anticipated at the adjacent curbside bus stops. 4. INTERSECTION ANALYSIS 4.1 Existing Traffic Intersection capacity analysis has been completed for the existing traffic conditions. The analysis is based on the existing roadway lane configurations and traffic signal timing plans obtained from the Public Works & Services Department. Traffic count and signal timing plans are included in this report as Appendix B. The results of the analysis are summarized in the following table for the weekday AM and PM peak hours. Detailed reports are included in Appendix E. Table 5: Intersection Capacity Analysis Existing Traffic Intersection max. v/c or Delay AM Peak LOS Movement max. v/c or Delay PM Peak LOS Movement Conroy Road / Thurston Drive 1.66 B NBT 1.1 F WBL Thurston Drive / Thomas Spratt Place 13s B WBL/R 13s B WBL/R St. Laurent Blvd / Thurston Drive 44s E WBT/L 58s F WBT/L 1. Signalized Intersection The westbound left and southbound through movements at the Conroy Road / Thurston Drive intersection are currently operating with a v/c ratio of 1.1 and 1.6, corresponding to a LOS F during the PM peak hour. The westbound through/left turn movement at the St. Laurent Blvd / Thurston Drive intersection is currently operating with a delay of 44s, corresponding to a LOS E during the AM peak hour. The westbound through/left turn movement is also operating with a delay of 58s, corresponding to a LOS F during the PM peak hour. Novatech Page 9

Transportation Brief 121 Thomas Spratt Place It should be noted that the failing operations at the Conroy Road / Thurston Drive and St. Laurent Blvd / Thurston Drive intersections are a result of the existing traffic patterns within the study area, and are not driven by the proposed development at 121 Thomas Spratt Place. Mitigation Measures To mitigate the failing operations at the Conroy Road / Thurston Drive intersection, Novatech recommend widening Thurston Drive at Conroy Road to accommodate westbound dual left turn lanes. Methodology outlined in Book 12 of the Ontario Traffic Manual (OTM) was used to determine whether traffic signal control is currently justified at the St. Laurent Blvd / Thurston Drive intersection. A review of the Justification 4 Minimum Four)Hour Vehicle Volume criteria suggest that traffic signal control is warranted at this intersection based on the existing traffic volumes. A copy of the traffic signal justification calculations is included in Appendix F. Novatech recommend the provision of traffic signal control at the St. Laurent Blvd / Thurston Drive intersection to mitigate the existing failing conditions. Table 6 shows the projected operation of the Conroy Road / Thurston Drive and St. Laurent Blvd / Thurston Drive intersection under existing traffic conditions assuming the aforementioned mitigation measures in place. Table 6: Intersection Capacity Analysis Existing Traffic (Mitigated) Intersection AM Peak PM Peak max. v/c LOS Movement max. v/c LOS Movement Conroy Road / Thurston Drive 1.67 B NBT.84 D SBT/R St. Laurent Blvd / Thurston Drive 1.79 C WBT/L.78 C NBL/R 1. Signalized intersection With the aforementioned mitigation measures in place all movements at the Conroy Road / Thurston Drive and St. Laurent Blvd / Thurston Drive intersections are anticipated to operate under acceptable conditions during the weekday AM and PM peak hours. 4.2 Total Traffic Intersection capacity analysis has been completed for the projected total traffic volumes, which are the sum total of the existing traffic, other area development traffic and the traffic likely to be generated the proposed development at full build)out. The following analysis shows the projected intersection operations at the study area intersections if the mitigation measures identified in Section 4.1 are not provided prior to the build)out of the subject site. The results of the analysis are summarized in the following table for the weekday AM and PM peak hours. Detailed reports are included in Appendix E. Novatech Page 1

Transportation Brief 121 Thomas Spratt Place Table 7: Intersection Capacity Analysis Total Traffic Intersection max. v/c or Delay AM Peak LOS Movement max. v/c or Delay PM Peak LOS Movement Conroy Road / Thurston Drive 1.68 B NBT 1.28 F WBL Thurston Drive / Thomas Spratt Place 15s C WBL/R 17s C WBL/R St. Laurent Blvd / Thurston Drive 7s F WBT/L 79s F WBT/L 1. Signalized intersection The v/c ratio associated with the westbound left movement at the Conroy Road / Thurston Drive intersection is anticipated to increase to 1.28 during the PM peak hour if no mitigation measures are applied. The delay associated with the westbound through/left turn movement at the St. Laurent Blvd / Thurston Drive intersection is anticipated to increase to 7s and 79s during the weekday AM and PM peak hours respectively if no mitigation measures are applied. It should be noted that the failing operations at the Conroy Road / Thurston Drive and St. Laurent Blvd / Thurston Drive intersections are a result of the existing traffic patterns within the study area, and are not driven by the proposed development at 121 Thomas Spratt Place. Table 8 shows the projected operation of the Conroy Road / Thurston Drive and St. Laurent Blvd / Thurston Drive intersections under total traffic conditions assuming the mitigation measures identified in Section 4.1 are in place. Table 8: Intersection Capacity Analysis Total Traffic (Mitigated) Intersection AM Peak PM Peak max. v/c LOS Movement max. v/c LOS Movement Conroy Road / Thurston Drive 1.68 B NBT.87 D WBL St. Laurent Blvd / Thurston Drive 1.8 C WBT/L.82 D NBL/R 1. Signalized intersection With the mitigation measures identified in Section 4.1 in place, all movements at the Conroy Road / Thurston Drive and St. Laurent Blvd / Thurston Drive intersections are anticipated to operate under acceptable conditions during the weekday AM and PM peak hours. 5. PROVISIONS FOR NON7AUTO MODES Sidewalk connections will be provided at the drop)off area/main building entrance. The end islands of the parking lot drive aisles and the a 2.6m pedestrian walkway between the central parking aisles will be painted with a hatch to provide improved pedestrian refuge. Novatech Page 11

Transportation Brief 121 Thomas Spratt Place A 6m easement will be provided on the southerly property limit of the subject site for a future pathway connection between Thomas Spratt Place and Ages Drive. Bicycle parking will be provided in accordance with the minimum requirements outlined in the City of Ottawa Zoning By)law (ZBL) and will be located near the northerly and easterly building entrance. Bicycle parking requirements are outlined in Section 6.. The subject site is located at a walking distance of approximately 5m from the OC Transpo bus stop #439 at the southeast corner of the St. Laurent Boulevard/Thurston Drive intersection. This stop provides service to OC Transpo regular route 114. 6. ON7SITE DESIGN This section of the report provides a review of the on)site design in terms of vehicular access, on) site parking and on)site loading facilities. 6.1 Proposed Access A new access is proposed along the Thomas Spratt Place cul)de)sac. The curb)to)curb width of the new access is 8.7m at the property line. The access is located approximately 3m from the northerly property limit and 5m from the southerly easement for the future walkway connection to Thomas Spratt Place. The location and spacing of the proposed access driveway along Thomas Spratt Place is compliant with the City of Ottawa s Private Approach By!law. A 3.5m wide drop)off area is proposed at the main building entrance. 6.2 On7Site Parking The subject site is located in Area C of Schedule 1 to the ZBL. Minimum vehicular parking space requirements for the proposed development are identified as follows: Office 2.4 per 1m 2 of GFA Based on the foregoing, the ZBL identifies a minimum requirement of 148 parking spaces for Phase One of the proposed development. A total of 189 parking spaces are proposed, which satisfies the minimum requirement of the ZBL. A total of 12 visitor parking spaces, including two spaces for the physically disabled, will be provided near the main building entrance. The remaining 176 parking spaces will be located at the rear of the building, including three additional spaces for the physically disabled. A control gate will be provided at the access to the parking lot. A total of 148 parking spaces are required for Phase One; the Phase Two expansion requires an additional 51 spaces, summing to a requirement to provide a total of 199 spaces. A total of 189 parking spaces are provided for Phase One; the Phase Two expansion provides an additional 27 spaces, yielding a total of 216 on)site parking spaces. The total parking provided for the Phase Two expansion satisfies the minimum requirement of the ZBL. Novatech Page 12

Transportation Brief 121 Thomas Spratt Place The ZBL identifies a minimum requirement of one bicycle parking space per 25m 2 of GFA for office land uses. A minimum of 25 bicycle parking spaces are required for Phase One of the proposed development. Bicycle parking spaces will be provided in accordance with the minimum requirement and located near the northerly and easterly building entrances, as shown on the site plan. 6.3 Garbage Collection and Loading Garbage collection and loading will take place along the north side of the building. Two loading spaces are to be provided with a total width of 8.8m. Delivery vehicles are expected to consist of single)unit, courier type trucks and will be accommodated on)site at the proposed loading area. 7. COMMUNITY IMPACTS The subject site is one of the last remaining vacant parcels of land to be developed in the Ottawa Business Park. The business park has direct access from two adjacent arterials including Walkley Road and Conroy Road. Infiltration of site)generated traffic onto local neighborhood roadways is not anticipated. The proposed on)site parking is expected to meet the demand of the new use. Parking infiltration onto the adjacent area roadways is not anticipated. 8. TRANSPORTATION DEMAND MANAGEMENT The City of Ottawa has developed a comprehensive Transportation Demand Management (TDM) strategy as part of its efforts to reduce automobile dependency. TDM measures can reduce transportation infrastructure requirements by encouraging people to change their travel mode, timing or destination. The following design elements and programs will help promote sustainable transportation at the proposed new head offices for the Medical Council of Canada: Passenger pick)up and drop)off areas Bicycle parking Flexible work hours/work from home programs Additional measures that could be considered include: Preferential carpool parking Transit payroll deduction program (PRESTO smartcard) Novatech Page 13

Transportation Brief 121 Thomas Spratt Place 9. CONCLUSIONS AND RECOMMENDATIONS Based on the results of the foregoing analysis, the main conclusions and recommendations of this report are as follows: Based on the projected transit trip volumes associated with the proposed development, no capacity problems are anticipated at the adjacent curbside bus stops. The westbound left and southbound through movements at the Conroy Road / Thurston Drive intersection are currently operating with a LOS F during the PM peak hour. To mitigate the failing conditions at the Conroy Road / Thurston Drive intersection, Novatech recommend widening Thurston Drive at Conroy Road to accommodate westbound dual left turn lanes. The westbound through/left turn movement at the St. Laurent Blvd / Thurston Drive intersection is currently operating with a LOS F during the PM peak hour. Novatech recommend the provision of traffic signal control at the St. Laurent Blvd / Thurston Drive intersection to mitigate the existing failing conditions. With the aforementioned mitigation measures in place all movements at the Conroy Road / Thurston Drive and St. Laurent Blvd / Thurston Drive intersections are anticipated to operate under acceptable conditions during the weekday AM and PM peak hours under the total traffic condition. The location and spacing of the proposed access driveway along Thomas Spratt Place is compliant with the City of Ottawa s Private Approach By!law. The proposed on)site vehicle and bicycle parking satisfy the minimum requirements of the ZBL. Infiltration of site)generated traffic onto local neighborhood roadways is not anticipated. Parking infiltration onto the adjacent area roadways is not anticipated. The following design elements and programs will help promote sustainable transportation at the proposed new head offices for the Medical Council of Canada: o Passenger pick)up and drop)off areas o Bicycle parking o Flexible work hours/work from home programs It is recommended that the application for site plan control be approved from a transportation perspective. Novatech Page 14

APPENDIX A Transit Maps

SUBJECT SITE

APPENDIX B Traffic Count and Signal Timing Data

City of Ottawa 11 Laurier Ave West Ottawa, Ontario, Canada K1P 1J1 613-58-2424 Ibrahim.Conteh@ottawa.ca Count Name: 586447-THURSTON AND ST LAURENT JAN 15/14 Site Code: Start Date: 1/15/214 Page No: 5 Eastbound St. [W] Total 489 41 53 In 198 2 218 Out 291 21 312 176 19 195 T 22 1 23 R 2 2 P U Peak Hour Data 1/15/214 7:45 AM Ending At 1/15/214 8:45 AM Car Truck Pedal Bike (Road) Ped T L U P 33 225 3 3 19 8 284 217 571 528 199 3 27 57 541 51 142 Out In Total Westbound St. [E] U L R P 7 365 2 11 9 376 239 372 611 9 13 22 248 385 633 Out In Total Northbound St. [S] Turning Movement Peak Hour Data Plot (7:45 AM)

City of Ottawa 11 Laurier Ave West Ottawa, Ontario, Canada K1P 1J1 613-58-2424 Ibrahim.Conteh@ottawa.ca Count Name: 586447-THURSTON AND ST LAURENT JAN 15/14 Site Code: Start Date: 1/15/214 Page No: 9 Eastbound St. [W] Total 518 31 549 In 244 18 262 Out 274 13 287 239 16 255 T 18 18 P U 5 2 7 R Peak Hour Data 1/15/214 4: PM Ending At 1/15/214 5: PM Car Truck Pedal Bike (Road) Ped T L U P 251 32 13 13 11 8 24 312 552 571 1123 27 19 46 525 552 177 Out In Total Westbound St. [E] U L R P 34 286 2 11 15 36 297 15 317 32 637 1 13 23 327 333 66 Out In Total Northbound St. [S] Turning Movement Peak Hour Data Plot (4: PM)

Traffic Signal Timing City of Ottawa, Public Works Department Traffic Operations Intersection: Controller: Author: Main: Conroy Side: Thurston MS32 TSD: 5955 Michael Carneiro Date: 8#Jan#14 Existing Timing Plans Plan Ped Minimum Time AM Peak Off Peak PM Peak Night Standby Walk DW A+R 1 2 3 4 9 Cycle 1 9 95 9 FREE Offset 84 64 94 X X NB Thru 51 52 57 5 3.9 11 14 3.7+2.2 SB Thru 62 52 57 5 3.9 11 14 3.7+2.2 EB Thru 38 38 38 4 36.9 7 24 3.3+3.6 WB Thru 38 38 38 4 36.9 7 24 3.3+3.6 SBLT 11 # # # # # # 3.7+2.2 Phasing Sequence * Plan: 1 * * Plan: 2,3,4 & 9 * NOTE: For Plan 9, if the pedestrian signal is actuated, it will time 37.9 seconds for side street. Otherwise 36.9 seconds is the maximum split available. Schedule Weekday Saturday Sunday Time Plan Time Plan Time Plan :15 4 : 4 :15 4 6:3 1 6:3 2 6:3 2 9:3 2 22: 4 21: 4 15: 3 18:3 2 21:3 9 Notes : Time for each direction includes amber and all red intervals : Start of first phase should be used as reference point for offset Asterix (*): Indicates actuated phase (fp): Fully Protected Left Turn Pedestrian signal Cost is $26.25 ($25 + GST)

APPENDIX C 2211 Thurston Drive Transportation Overview Excerpts

P a g e 7 Figure 4: New Office Vehicle Trips Figure 5: Redistributed Existing Office Vehicle Trips

APPENDIX D 211 TRANS OD Survey Report Excerpts

14 Table 6-2: AM Peak Period Person-Trips All Modes, All Purposes (26 districts) District Name O/D 1 5 1 12 14 18 2 24 26 3 35 36 4 425 45 5 56 6 625 65 7 75 8 82 84 845 9999 Total Ottawa Centre 1 3,47 1,16 31 19 68 18 6 34 17 13-2 - 3 4 14-61 31-5 5 3 2 - - 4 8,57 Ottawa Inner Area 5 9,42 17,18 1,96 1,45 4,27 83 3,26 1,75 83 63 7 6 25 34 15 97 2 1,33 67-2 4 13 11-1 18 46,11 Ottawa East 1 3,4 3,67 7,28 2,11 2,37 54 1,61 46 28 6 7 4 4 5 2 26 9 79 45-2 1 5 1 9 1 12 24,53 Beacon Hill 12 1,88 1,38 1,75 5,17 1,85 17 54 61 24 76 6 1 3 5-17 4 44 24 1-3 7 4 9-8 15,71 Alta Vista 14 4,18 4,97 1,94 2,69 16,22 1,98 3,1 1,16 83 1,5 11 14 16 46 16 66 2 71 36-4 4 2 22 1 1 13 41,28 Hunt Club 18 3,32 3,6 96 38 7,99 8,55 3,13 58 54 63 5 19 87 44 18 42 6 38 17 - - - 7 8 3-2 32,28 Merivale 2 4,71 4,71 78 58 3,69 96 13,98 4,96 2,85 46 1 1 34 79 2 1,2 7 4 18-7 1 4 3 3-25 41,31 Ottawa West 24 4,27 3,8 31 15 1,55 36 3,34 8,28 1,94 22 4 5-16 8 84 7 73 17 4 6 2 3 7 6 7 9 26,8 Bayshore/Cedarview 26 3,51 2,86 31 55 2,33 23 4,71 4,87 14,57 31 2 4 7 7 19 2,42 38 62 22 - - - 5 6-2 19 39,23 Orleans 3 7,33 4,8 2,84 4,18 5,89 95 1,94 1,46 1,21 29,9 1, 7 17 2 7 5 7 1,53 46 1 6 5 2 4 1-45 65,39 Rural East 35 45 25 16 35 43 14 34 6 5 1,97 82 3 1 6 2 3-7 3 - - - - - 4-23 5,54 Rural Southeast 36 69 83 26 48 1,55 1,21 96 19 18 29 17 4,44 57 58 52 26-11 - - - - - - - - 45 13,74 South Gloucester / Leitrim 4 93 53 24 24 1,97 1,1 77 29 17 5-21 3,68 31 12 14 4 9 1 - - 2 1-2 - 11 11,5 South Nepean 425 3,82 2,27 63 37 2,36 92 4,31 1,83 3,23 33 2 25 1 17,26 58 1,8 8 84 26-6 4 - - 1 2 13 41,52 Rural Southwest 45 62 58 12 9 69 22 84 4 81 7-39 22 97 4,28 1,85 8 12 7 - - - - - - - 32 12,74 Kanata - Stittsville 5 4,56 3,35 66 28 1,81 49 3,41 2,2 5,1 29 1 5 6 69 1,13 3,36 1,5 67 16 1-2 2-3 3 35 56,7 Rural West 56 43 38 8 7 18 8 72 17 76 - - 2 6 3 16 3,25 4,2 14 5 - - 1 2 - - - 73 11,36 Île de Hull 6 88 44 24 5 19 5 13 17 7 8 1 - - 5-3 - 1,59 73 15-5 27 3 9 3-5,33 Hull Périphérie 625 2,64 1,35 55 31 42 5 26 36 47 2 1 3 2 4 3 3-3,58 1,31 43 58 26 1,55 5 24 9 13 24,44 Plateau 65 1,8 1,4 13 13 68 8 19 76 11 8 - - 2 4-23 - 2,36 3,55 2,44 57 9 63 28 7 4 4 15,36 Aylmer 7 2,66 1,5 5 25 48 16 52 77 47 9 3 - - 4 6 19 5 2,63 2,85 55 1,11 31 83 24-3 7 24,94 Rural Northwest 75 68 24 19 9 3 11 25 31 1 4 - - 1 4-6 - 75 1,56 15 86 3,62 53 2 5 4 25 1,25 Pointe Gatineau 8 2,79 1,47 42 56 74 7 32 45 6 7 3-3 - 1 8 1 2,64 4,31 1 16 13 12,4 2,78 54 36 12 3,29 Gatineau Est 82 1,72 7 29 25 27 12 31 31 13 6 2 - - 2 1 6 2 1,9 2,4 1 32 6 4,86 11,2 44 38 29 26,6 Rural Northeast 84 8 5 1 8 32 2 3 17 7 2-7 - 2-5 - 99 2,1 19 19 36 3,17 2,21 3,24 1,6 12 15,79 Masson-Angers 845 25 24 9 5 7-1 14-3 - - 2 - - 1-41 97 3 11 9 93 1,15 3 6,81 15 11,95 External 9999 1 1 - - 3 5 3 4 8 1 2 - - - - 5 5 - - 4 2-3 - 2 2 12 63 Total 71,22 62,1 23,1 21,1 59,33 19,62 49,61 32,91 35,23 38,37 2,66 6,12 6,73 23,37 8,1 46,6 6,22 26,43 32,5 4,34 13,48 5,31 25,58 19, 5,41 9,3 5,34 658,18 Values may not add due to rounding. 211 TRANS O-D Survey Report R.A. Malatest & Associates Ltd. January 213

141 Table 6-3: PM Peak Period Person-Trips All Modes, All Purposes (26 districts) District Name O/D 1 5 1 12 14 18 2 24 26 3 35 36 4 425 45 5 56 6 625 65 7 75 8 82 84 845 9999 Total Ottawa Centre 1 5,59 9,89 3,23 1,39 3,86 2,96 4,26 3,82 3,41 6,78 42 7 78 3,52 62 4,25 33 97 2,43 1,53 2,45 52 2,94 1,54 1,2 31 6 69,58 Ottawa Inner Area 5 3,48 25,5 4,52 1,19 5,7 2,8 4,75 2,63 3,24 4,22 29 91 59 2,15 67 2,93 33 56 1,3 92 87 5 1,17 75 38 16 14 72,2 Ottawa East 1 48 2,32 11,35 2,23 2,55 1,4 7 67 5 3,26 16 35 11 4 16 75 12 21 32 17 33 18 39 24 18 14 6 29,37 Beacon Hill 12 26 1,25 2,42 6,49 1,95 3 33 25 43 4,5 15 41 26 29 5 46 2 4 32 1 33 12 41 15 28 8 6 21,17 Alta Vista 14 1,19 4,9 3,65 1,81 19,66 6,86 3,61 1,89 1,82 6,27 42 1,56 1,76 2,35 58 1,92 3 21 52 49 55 21 85 56 17 16 14 64,41 Hunt Club 18 55 1,73 57 42 3,4 9,87 1,32 61 45 1,18 17 86 1,28 87 3 74 7 8 12 6 9 16 17 14 5 1 9 25,36 Merivale 2 1,8 3,76 1,32 76 2,99 3,23 17,86 4,78 6,64 1,8 33 73 71 4,63 97 3,73 56 14 18 5 38 45 37 41 7 8 27 58,28 Ottawa West 24 72 3,14 58 48 1,11 99 5,5 14,22 4,58 1,32 2 12 17 1,76 42 1,95 28 12 37 82 56 15 48 18 15 13 6 39,93 Bayshore/Cedarview 26 57 1,4 33 26 1,1 63 4,85 3,34 16,26 1,6 1 24 2 3,51 68 5,74 83 3 39 8 46 21 6 7 8-32 42,8 Orleans 3 38 1,24 1,27 1,48 2,3 48 47 13 42 33,7 1,7 2 11 33 9 74 6 1 34 3 8 2 7 2 7 3 3 46,7 Rural East 35 1 8 6 1 19 3 11-4 1,24 66 14 1-2 15-1 3-3 - 1 3 - - 12 2,98 Rural Southeast 36 7 13 13 4 24 46 26 12 16 12 11 3,55 37 14 36 4 2 3 1 - - 3 1-2 - 25 6,67 South Gloucester / Leitrim 4 11 48 9 9 36 53 26 2 16 23 1 92 3,41 25 51 11 6 - - 2-1 - 3-2 1 7,87 South Nepean 425 19 54 2 8 57 36 1,56 36 1,42 12 2 19 29 18,43 1,13 98 2-7 3 5 1 1 3 8-2 26,58 Rural Southwest 45 7 21 3 6 12 24 47 12 51 3 2 56 25 63 3,4 1,31 1-3 - 8 5 3 2-4 26 8,64 Kanata - Stittsville 5 24 1,68 38 18 78 57 1,84 1,1 3,78 71 2 34 21 1,5 1,41 37,47 3,52 3 1 17 12 12 12 9 2 1 17 56,59 Rural West 56 5 7 6 2 7 7 24 15 44 9 - - 2 11 4 1,66 3,67-2 - 11 2 2 - - - 23 7,16 Île de Hull 6 86 1,61 53 35 72 31 42 73 67 1,24 5 1 9 78 9 78 7 1,59 4,4 2,19 2,47 69 2,63 1,93 1,21 54 3 26,72 Hull Périphérie 625 33 8 38 33 25 23 34 27 2 5 4-1 23 6 2 5 1,51 12,7 3,44 2,5 1,41 4, 2,52 1,69 1,4 11 34,51 Plateau 65 16 19 2 1 5-6 4 4 1 - - - - - 6-15 1,49 3,62 9 22 18 1 2 5-7,55 Aylmer 7 15 18 5-3 - 6 5 1 13 2 - - 6-3 - 31 1,36 66 11,2 71 43 21 12 9 1 15,69 Rural Northwest 75 2 4 1-7 6 11-1 9 - - 2 3-11 1 4 3 16 38 3, 23 19 41 11 7 5,47 Pointe Gatineau 8 1 23 6 6 21 1 11 3 4 17-2 2-2 7 1 52 2,67 5 1,8 29 15,82 5,33 2,69 1,15 6 31,36 Gatineau Est 82 6 2 15 1 16 8 2 5 2 9 - - - - 2 9-14 94 23 2 12 4,21 1,3 1,74 81 1 19,56 Rural Northeast 84 2 4-12 - 3 4 6 5 2 6-2 2 3 9-13 47 3 6 2 74 65 3,27 49 4 6,68 Masson-Angers 845-2 11-3 - 2 8 - - 5-2 2 1 4-18 33 9 3 3 6 39 1,3 6,97-1,5 External 9999 1 19 26 17 17 21 29 14 15 43 1 45 1 5 46 76 62 4 17 2 8 19 29 9 15 36 47 6,42 Total 16,75 61,64 31,58 18,13 47,74 32,44 49,41 35,84 45,45 68,86 4,92 12,35 1,81 42,6 12,1 67,16 11,5 7,14 3,3 15,32 25,21 9,62 36,24 26,15 15,8 12,78 3,36 749,49 Values may not add due to rounding. 211 TRANS O-D Survey Report R.A. Malatest & Associates Ltd. January 213

APPENDIX E Synchro Analysis Reports

4: Conroy Road & Thurston Drive Existing AM 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 2 1 1 88 45 1223 387 18 654 8 Ideal Flow (vphpl) 18 18 18 18 18 18 18 18 18 18 18 18 Storage Length (m).. 3.. 65. 8. 7.. Storage Lanes 1 1 1 1 Taper Length (m) 7.5 3. 45. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 1. 1..95.95 Ped Bike Factor.99 1..98.96 1. Frt.966.85.85.998 Flt Protected.976.95.95 Satd. Flow (prot) 1369 1676 1433 1651 3288 15 166 3247 Flt Permitted.884.755.126 Satd. Flow (perm) 1237 133 1433 1651 3288 1441 22 3247 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 1 127 421 2 Link Speed (k/h) 5 5 6 6 Link Distance (m) 68.3 468.5 273.1 436.1 Travel Time (s) 4.9 33.7 16.4 26.2 Confl. Peds. (#/hr) 5 2 2 5 2 1 1 2 Peak Hour Factor.92.92.92.92.92.92.92.92.92.92.92.92 Heavy Vehicles (%) 18% 33% 25% 2% % 5% 9% 4% 2% 3% 5% 13% Adj. Flow (vph) 2 1 1 96 49 1329 421 117 711 9 Shared Lane Traffic (%) Lane Group Flow (vph) 4 96 49 1329 421 117 72 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m).... Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2. 1. 2. 1. 2. 1. 2. 2. 1. Trailing Detector (m)......... Detector 1 Position(m)......... Detector 1 Size(m) 2..6 2..6 2..6 2. 2..6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)......... Detector 1 Queue (s)......... Detector 1 Delay (s)......... Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m).6.6.6.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm pm+pt NA Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 2 6 Detector Phase 4 4 8 8 2 2 2 1 6 Switch Phase Minimum Initial (s) 1. 1. 1. 1. 1. 1. 1. 5. 1. Minimum Split (s) 37.9 37.9 37.9 37.9 3.9 3.9 3.9 1.9 3.9 Total Split (s) 38. 38. 38. 38. 51. 51. 51. 11. 62. Total Split (%) 38.% 38.% 38.% 38.% 51.% 51.% 51.% 11.% 62.% Maximum Green (s) 31.1 31.1 31.1 31.1 45.1 45.1 45.1 5.1 56.1 Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 AllCRed Time (s) 3.6 3.6 3.6 3.6 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s)........ Synchro 8 Report Brad Byvelds, Novatech Page 1

4: Conroy Road & Thurston Drive Existing AM 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Lost Time (s) 6.9 6.9 6.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lag Lag Lag Lead LeadCLag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 3. 3. 3. 3. 3. 3. 3. 3. 3. Recall Mode None None None None CCMin CCMin CCMin None CCMin Walk Time (s) 7. 7. 7. 7. 11. 11. 11. 11. Flash Dont Walk (s) 24. 24. 24. 24. 14. 14. 14. 14. Pedestrian Calls (#/hr) 1 1 2 2 3 3 3 1 Act Effct Green (s) 15.7 15.7 15.7 61.2 61.2 74.8 76. Actuated g/c Ratio.16.16.16.61.61.75.76 v/c Ratio.2.46.15.66.4.43.29 Control Delay 26.8 43.2.9 17.7 2.8 11.3 6.3 Queue Delay....... Total Delay 26.8 43.2.9 17.7 2.8 11.3 6.3 LOS C D A B A B A Approach Delay 26.8 28.9 14.1 7. Approach LOS C C B A Intersection Summary Area Type: Other Cycle Length: 1 Actuated Cycle Length: 1 Offset: 84 (84%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 9 Control Type: ActuatedCCoordinated Maximum v/c Ratio:.66 Intersection Signal Delay: 12.8 Intersection Capacity Utilization 69.2% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 4: Conroy Road & Thurston Drive Synchro 8 Report Brad Byvelds, Novatech Page 2

2: Thurston Drive & Thomas Spratt Place Existing AM 121 Thomas Spratt Place 3/11/214 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 3 2 383 27 18 23 Sign Control Stop Free Free Grade % % % Peak Hour Factor.92.92.92.92.92.92 Hourly flow rate (vph) 3 2 416 29 2 25 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 72 431 446 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 72 431 446 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 99 1 98 cm capacity (veh/h) 388 624 1115 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 5 446 27 Volume Left 3 2 Volume Right 2 29 csh 457 17 1115 Volume to Capacity.1.26.2 Queue Length 95th (m).3..4 Control Delay (s) 13...8 Lane LOS B A Approach Delay (s) 13...8 Approach LOS B Intersection Summary Average Delay.4 Intersection Capacity Utilization 38.4% ICU Level of Service A Analysis Period (min) 15 Synchro 8 Report Brad Byvelds, Novatech Page 3

1: Thurston Drive & St. Laurent Boulevard Existing AM 121 Thomas Spratt Place 3/11/214 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Stop Stop Stop Volume (vph) 195 23 225 33 9 376 Peak Hour Factor.92.92.92.92.92.92 Hourly flow rate (vph) 212 25 245 329 1 49 Direction, Lane # EB 1 WB 1 NB 1 Volume Total (vph) 237 574 418 Volume Left (vph) 245 1 Volume Right (vph) 25 49 Hadj (s).1.17 7.52 Departure Headway (s) 6.3 5.8 5.7 Degree Utilization, x.41.93.66 Capacity (veh/h) 546 63 61 Control Delay (s) 13.7 44.1 19. Approach Delay (s) 13.7 44.1 19. Approach LOS B E C Intersection Summary Delay 29.7 Level of Service D Intersection Capacity Utilization 78.% ICU Level of Service D Analysis Period (min) 15 Synchro 8 Report Brad Byvelds, Novatech Page 4

4: Conroy Road & Thurston Drive Existing PM 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 1 443 79 634 147 19 179 Ideal Flow (vphpl) 18 18 18 18 18 18 18 18 18 18 18 18 Storage Length (m).. 3.. 65. 8. 7.. Storage Lanes 1 1 1 1 Taper Length (m) 7.5 3. 45. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 1. 1..95.95 Ped Bike Factor 1..99.97.99 Frt.85.85 Flt Protected.95.95.95 Satd. Flow (prot) 1449 1676 1436 1651 3288 15 166 3257 Flt Permitted.71.757.35 Satd. Flow (perm) 167 1336 1436 1651 3288 1448 68 3257 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 196 16 Link Speed (k/h) 5 5 6 6 Link Distance (m) 68.3 468.5 273.1 436.1 Travel Time (s) 4.9 33.7 16.4 26.2 Confl. Peds. (#/hr) 3 3 1 8 8 1 Peak Hour Factor.92.92.92.92.92.92.92.92.92.92.92.92 Heavy Vehicles (%) 18% 33% 25% 2% % 5% 9% 4% 2% 3% 5% 13% Adj. Flow (vph) 1 482 86 689 16 21 1858 Shared Lane Traffic (%) Lane Group Flow (vph) 1 482 86 689 16 21 1858 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m).... Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2. 1. 2. 1. 2. 1. 2. 2. 1. Trailing Detector (m)......... Detector 1 Position(m)......... Detector 1 Size(m) 2..6 2..6 2..6 2. 2..6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)......... Detector 1 Queue (s)......... Detector 1 Delay (s)......... Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m).6.6.6.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 Detector Phase 4 4 8 8 2 2 2 6 6 Switch Phase Minimum Initial (s) 1. 1. 1. 1. 1. 1. 1. 1. 1. Minimum Split (s) 37.9 37.9 37.9 37.9 3.9 3.9 3.9 3.9 3.9 Total Split (s) 38. 38. 38. 38. 57. 57. 57. 57. 57. Total Split (%) 4.% 4.% 4.% 4.% 6.% 6.% 6.% 6.% 6.% Maximum Green (s) 31.1 31.1 31.1 31.1 51.1 51.1 51.1 51.1 51.1 Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 AllCRed Time (s) 3.6 3.6 3.6 3.6 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s)........ Synchro 8 Report Brad Byvelds, Novatech Page 5

4: Conroy Road & Thurston Drive Existing PM 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Lost Time (s) 6.9 6.9 6.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag LeadCLag Optimize? Vehicle Extension (s) 3. 3. 3. 3. 3. 3. 3. 3. 3. Recall Mode None None None None CCMin CCMin CCMin CCMin CCMin Walk Time (s) 7. 7. 7. 7. 11. 11. 11. 11. 11. Flash Dont Walk (s) 24. 24. 24. 24. 14. 14. 14. 14. 14. Pedestrian Calls (#/hr) 1 1 3 3 3 1 1 Act Effct Green (s) 31.1 31.1 31.1 51.1 51.1 51.1 51.1 Actuated g/c Ratio.33.33.33.54.54.54.54 v/c Ratio. 1.1.14.39.19.6 1.6 Control Delay 22. 16.3.5 13.7 2.4 11.3 63. Queue Delay....... Total Delay 22. 16.3.5 13.7 2.4 11.3 63. LOS C F A B A B E Approach Delay 22. 9.3 11.5 62.5 Approach LOS C F B E Intersection Summary Area Type: Other Cycle Length: 95 Actuated Cycle Length: 95 Offset: 94 (99%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 12 Control Type: ActuatedCCoordinated Maximum v/c Ratio: 1.1 Intersection Signal Delay: 54.1 Intersection Capacity Utilization 85.% Analysis Period (min) 15 Intersection LOS: D ICU Level of Service E Splits and Phases: 4: Conroy Road & Thurston Drive Synchro 8 Report Brad Byvelds, Novatech Page 6

2: Thurston Drive & Thomas Spratt Place Existing PM 121 Thomas Spratt Place 3/11/214 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 27 18 315 3 2 325 Sign Control Stop Free Free Grade % % % Peak Hour Factor.92.92.92.92.92.92 Hourly flow rate (vph) 29 2 342 3 2 353 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 72 344 346 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 72 344 346 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 93 97 1 cm capacity (veh/h) 44 699 1213 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 49 346 355 Volume Left 29 2 Volume Right 2 3 csh 486 17 1213 Volume to Capacity.1.2. Queue Length 95th (m) 2.7.. Control Delay (s) 13.2..1 Lane LOS B A Approach Delay (s) 13.2..1 Approach LOS B Intersection Summary Average Delay.9 Intersection Capacity Utilization 29.7% ICU Level of Service A Analysis Period (min) 15 Synchro 8 Report Brad Byvelds, Novatech Page 7

1: Thurston Drive & St. Laurent Boulevard Existing PM 121 Thomas Spratt Place 3/11/214 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Stop Stop Stop Volume (vph) 255 7 32 251 36 297 Peak Hour Factor.92.92.92.92.92.92 Hourly flow rate (vph) 277 8 348 273 39 323 Direction, Lane # EB 1 WB 1 NB 1 Volume Total (vph) 285 621 362 Volume Left (vph) 348 39 Volume Right (vph) 8 323 Hadj (s).1.17 7.44 Departure Headway (s) 6.2 5.8 6. Degree Utilization, x.49.99.6 Capacity (veh/h) 565 615 586 Control Delay (s) 15.1 58.2 17.5 Approach Delay (s) 15.1 58.2 17.5 Approach LOS C F C Intersection Summary Delay 36.9 Level of Service E Intersection Capacity Utilization 8.1% ICU Level of Service D Analysis Period (min) 15 Synchro 8 Report Brad Byvelds, Novatech Page 8

4: Conroy Road & Thurston Drive Existing AM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 2 1 1 88 45 1223 387 18 654 8 Ideal Flow (vphpl) 18 18 18 18 18 18 18 18 18 18 18 18 Storage Length (m).. 3.. 65. 8. 7.. Storage Lanes 1 2 1 1 1 Taper Length (m) 7.5 3. 45. 6. Lane Util. Factor 1. 1. 1..97 1. 1. 1..95 1. 1..95.95 Ped Bike Factor 1..99 1..98.96 1. Frt.925.85.85.998 Flt Protected.95.95.95 Satd. Flow (prot) 1449 1282 3252 1433 1651 3288 15 166 3247 Flt Permitted.95.95.16 Satd. Flow (perm) 1443 1282 3242 1433 1651 3288 1441 185 3247 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 1 237 362 2 Link Speed (k/h) 5 5 6 6 Link Distance (m) 68.3 468.5 273.1 436.1 Travel Time (s) 4.9 33.7 16.4 26.2 Confl. Peds. (#/hr) 5 2 2 5 2 1 1 2 Peak Hour Factor.92.92.92.92.92.92.92.92.92.92.92.92 Heavy Vehicles (%) 18% 33% 25% 2% % 5% 9% 4% 2% 3% 5% 13% Adj. Flow (vph) 2 1 1 96 49 1329 421 117 711 9 Shared Lane Traffic (%) Lane Group Flow (vph) 2 2 96 49 1329 421 117 72 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 7.2 7.2 3.6 3.6 Link Offset(m).... Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2. 1. 2. 1. 2. 1. 2. 2. 1. Trailing Detector (m)......... Detector 1 Position(m)......... Detector 1 Size(m) 2..6 2..6 2..6 2. 2..6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)......... Detector 1 Queue (s)......... Detector 1 Delay (s)......... Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m).6.6.6.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Prot NA Prot NA Perm NA Perm pm+pt NA Protected Phases 7 4 3 8 2 1 6 Permitted Phases 2 2 6 Detector Phase 7 4 3 8 2 2 2 1 6 Switch Phase Minimum Initial (s) 4. 1. 5. 1. 1. 1. 1. 5. 1. Minimum Split (s) 9.5 37.9 1.5 37.9 3.9 3.9 3.9 1.9 3.9 Total Split (s) 1. 38. 11. 39. 4. 4. 4. 11. 51. Total Split (%) 1.% 38.% 11.% 39.% 4.% 4.% 4.% 11.% 51.% Maximum Green (s) 4.5 31.1 5.5 32.1 34.1 34.1 34.1 5.1 45.1 Yellow Time (s) 3.5 3.3 3.5 3.3 3.7 3.7 3.7 3.7 3.7 AllCRed Time (s) 2. 3.6 2. 3.6 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s)......... Synchro 8 Report Brad Byvelds, Novatech Page 9

4: Conroy Road & Thurston Drive Existing AM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Lost Time (s) 5.5 6.9 5.5 6.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lead Lag Lead Lag Lag Lag Lag Lead LeadCLag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3. 3. 3. 3. 3. 3. 3. 3. 3. Recall Mode None None None None CCMin CCMin CCMin None CCMin Walk Time (s) 7. 7. 11. 11. 11. 11. Flash Dont Walk (s) 24. 24. 14. 14. 14. 14. Pedestrian Calls (#/hr) 1 2 3 3 3 1 Act Effct Green (s) 4.5 14.2 9. 14.4 6.7 6.7 74.2 75.4 Actuated g/c Ratio.4.14.9.14.61.61.74.75 v/c Ratio.3.1.33.12.67.41.47.29 Control Delay 46.5 25.5 46..6 19.3 4.8 16.9 7.7 Queue Delay........ Total Delay 46.5 25.5 46..6 19.3 4.8 16.9 7.7 LOS D C D A B A B A Approach Delay 36. 3.7 15.8 9. Approach LOS D C B A Intersection Summary Area Type: Other Cycle Length: 1 Actuated Cycle Length: 1 Offset: 84 (84%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 15 Control Type: ActuatedCCoordinated Maximum v/c Ratio:.67 Intersection Signal Delay: 14.5 Intersection Capacity Utilization 69.4% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 4: Conroy Road & Thurston Drive Synchro 8 Report Brad Byvelds, Novatech Page 1

1: Thurston Drive & St. Laurent Boulevard Existing AM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 195 23 225 33 9 376 Ideal Flow (vphpl) 18 18 18 18 18 18 Storage Length (m). 3... Storage Lanes 1 Taper Length (m) 3. 7.5 Lane Util. Factor 1. 1. 1. 1. 1. 1. Ped Bike Factor.99 1. Frt.986.868 Flt Protected.979.999 Satd. Flow (prot) 1613 1676 159 Flt Permitted.754.999 Satd. Flow (perm) 1613 1289 159 Right Turn on Red Yes Yes Satd. Flow (RTOR) 13 49 Link Speed (k/h) 5 5 5 Link Distance (m) 92.6 144.8 35.7 Travel Time (s) 6.7 1.4 22. Confl. Peds. (#/hr) 2 3 Peak Hour Factor.92.92.92.92.92.92 Heavy Vehicles (%) 1% 4% 4% 6% 22% 3% Adj. Flow (vph) 212 25 245 329 1 49 Shared Lane Traffic (%) Lane Group Flow (vph) 237 574 419 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m).. 3.6 Link Offset(m)... Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 15 25 25 15 Number of Detectors 2 1 2 1 Detector Template Thru Left Thru Left Leading Detector (m) 1. 2. 1. 2. Trailing Detector (m).... Detector 1 Position(m).... Detector 1 Size(m).6 2..6 2. Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s).... Detector 1 Queue (s).... Detector 1 Delay (s).... Detector 2 Position(m) 9.4 9.4 Detector 2 Size(m).6.6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).. Turn Type NA Perm NA NA Protected Phases 2 6 8 Permitted Phases 6 Detector Phase 2 6 6 8 Switch Phase Minimum Initial (s) 1. 1. 1. 5. Minimum Split (s) 27.4 25.4 25.4 27.5 Total Split (s) 42. 42. 42. 28. Total Split (%) 6.% 6.% 6.% 4.% Maximum Green (s) 36.6 36.6 36.6 22.5 Yellow Time (s) 3.7 3.7 3.7 3.7 AllCRed Time (s) 1.7 1.7 1.7 1.8 Lost Time Adjust (s)... Synchro 8 Report Brad Byvelds, Novatech Page 11

1: Thurston Drive & St. Laurent Boulevard Existing AM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBT EBR WBL WBT NBL NBR Total Lost Time (s) 5.4 5.4 5.5 Lead/Lag LeadCLag Optimize? Vehicle Extension (s) 3. 3. 3. 3. Recall Mode Min None None Min Walk Time (s) 7. 7. 7. 7. Flash Dont Walk (s) 13. 13. 13. 15. Pedestrian Calls (#/hr) 6 Act Effct Green (s) 25.7 25.7 8.2 Actuated g/c Ratio.56.56.18 v/c Ratio.26.79.69 Control Delay 5.8 18.3 9.6 Queue Delay... Total Delay 5.8 18.3 9.6 LOS A B A Approach Delay 5.8 18.3 9.6 Approach LOS A B A Intersection Summary Area Type: Other Cycle Length: 7 Actuated Cycle Length: 45.5 Natural Cycle: 7 Control Type: ActuatedCUncoordinated Maximum v/c Ratio:.79 Intersection Signal Delay: 12.9 Intersection Capacity Utilization 83.2% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service E Splits and Phases: 1: Thurston Drive & St. Laurent Boulevard Synchro 8 Report Brad Byvelds, Novatech Page 12

4: Conroy Road & Thurston Drive Existing PM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 1 443 79 634 147 19 179 Ideal Flow (vphpl) 18 18 18 18 18 18 18 18 18 18 18 18 Storage Length (m).. 3.. 65. 8. 7.. Storage Lanes 1 2 1 1 1 Taper Length (m) 7.5 3. 45. 6. Lane Util. Factor 1. 1. 1..97 1. 1. 1..95 1. 1..95.95 Ped Bike Factor 1..99.97 1. Frt.85.85 Flt Protected.95.95.95 Satd. Flow (prot) 1449 1353 3252 1436 1651 3288 15 166 3257 Flt Permitted.95.95.371 Satd. Flow (perm) 1446 1353 3252 1436 1651 3288 1448 645 3257 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 349 16 Link Speed (k/h) 5 5 6 6 Link Distance (m) 68.3 468.5 273.1 436.1 Travel Time (s) 4.9 33.7 16.4 26.2 Confl. Peds. (#/hr) 3 3 1 8 8 1 Peak Hour Factor.92.92.92.92.92.92.92.92.92.92.92.92 Heavy Vehicles (%) 18% 33% 25% 2% % 5% 9% 4% 2% 3% 5% 13% Adj. Flow (vph) 1 482 86 689 16 21 1858 Shared Lane Traffic (%) Lane Group Flow (vph) 1 482 86 689 16 21 1858 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 7.2 7.2 3.6 3.6 Link Offset(m).... Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2. 1. 2. 1. 2. 1. 2. 2. 1. Trailing Detector (m)......... Detector 1 Position(m)......... Detector 1 Size(m) 2..6 2..6 2..6 2. 2..6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)......... Detector 1 Queue (s)......... Detector 1 Delay (s)......... Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m).6.6.6.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Prot Prot NA Perm NA Perm Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 Detector Phase 7 4 3 8 2 2 2 6 6 Switch Phase Minimum Initial (s) 5. 1. 5. 1. 1. 1. 1. 1. 1. Minimum Split (s) 1.5 37.9 1.5 37.9 3.9 3.9 3.9 3.9 3.9 Total Split (s) 18. 38. 18. 38. 39. 39. 39. 39. 39. Total Split (%) 18.9% 4.% 18.9% 4.% 41.1% 41.1% 41.1% 41.1% 41.1% Maximum Green (s) 12.5 31.1 12.5 31.1 33.1 33.1 33.1 33.1 33.1 Yellow Time (s) 3.5 3.3 3.5 3.3 3.7 3.7 3.7 3.7 3.7 AllCRed Time (s) 2. 3.6 2. 3.6 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s)......... Synchro 8 Report Brad Byvelds, Novatech Page 13

4: Conroy Road & Thurston Drive Existing PM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Lost Time (s) 5.5 6.9 5.5 6.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lead Lag Lead Lag LeadCLag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 3. 3. 3. 3. 3. 3. 3. 3. 3. Recall Mode None None None None CCMin CCMin CCMin CCMin CCMin Walk Time (s) 7. 7. 11. 11. 11. 11. 11. Flash Dont Walk (s) 24. 24. 14. 14. 14. 14. 14. Pedestrian Calls (#/hr) 1 3 3 3 1 1 Act Effct Green (s) 5.6 18.8 15.1 64.8 64.8 64.8 64.8 Actuated g/c Ratio.6.2.16.68.68.68.68 v/c Ratio.1.75.17.31.15.5.84 Control Delay 42. 43.7.7 8.9 2.7 1.2 18.5 Queue Delay....... Total Delay 42. 43.7.7 8.9 2.7 1.2 18.5 LOS D D A A A B B Approach Delay 37.2 7.7 18.5 Approach LOS D A B Intersection Summary Area Type: Other Cycle Length: 95 Actuated Cycle Length: 95 Offset: 94 (99%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 15 Control Type: ActuatedCCoordinated Maximum v/c Ratio:.84 Intersection Signal Delay: 18.9 Intersection Capacity Utilization 81.1% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service D Splits and Phases: 4: Conroy Road & Thurston Drive Synchro 8 Report Brad Byvelds, Novatech Page 14

1: Thurston Drive & St. Laurent Boulevard Existing PM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 255 7 32 251 36 297 Ideal Flow (vphpl) 18 18 18 18 18 18 Storage Length (m). 3... Storage Lanes 1 Taper Length (m) 3. 7.5 Lane Util. Factor 1. 1. 1. 1. 1. 1. Ped Bike Factor 1..99.95 Frt.996.88 Flt Protected.973.995 Satd. Flow (prot) 1678 1693 1445 Flt Permitted.677.995 Satd. Flow (perm) 1678 1165 144 Right Turn on Red Yes Yes Satd. Flow (RTOR) 3 323 Link Speed (k/h) 5 5 5 Link Distance (m) 92.6 144.8 35.7 Travel Time (s) 6.7 1.4 22. Confl. Peds. (#/hr) 18 13 15 15 Peak Hour Factor.92.92.92.92.92.92 Heavy Vehicles (%) 6% 29% 3% 4% 6% 4% Adj. Flow (vph) 277 8 348 273 39 323 Shared Lane Traffic (%) Lane Group Flow (vph) 285 621 362 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m).. 3.6 Link Offset(m)... Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 15 25 25 15 Number of Detectors 2 1 2 1 Detector Template Thru Left Thru Left Leading Detector (m) 1. 2. 1. 2. Trailing Detector (m).... Detector 1 Position(m).... Detector 1 Size(m).6 2..6 2. Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s).... Detector 1 Queue (s).... Detector 1 Delay (s).... Detector 2 Position(m) 9.4 9.4 Detector 2 Size(m).6.6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).. Turn Type NA Perm NA NA Protected Phases 2 6 8 Permitted Phases 6 Detector Phase 2 6 6 8 Switch Phase Minimum Initial (s) 1. 1. 1. 5. Minimum Split (s) 25.4 25.4 25.4 27.5 Total Split (s) 62. 62. 62. 28. Total Split (%) 68.9% 68.9% 68.9% 31.1% Maximum Green (s) 56.6 56.6 56.6 22.5 Yellow Time (s) 3.7 3.7 3.7 3.7 AllCRed Time (s) 1.7 1.7 1.7 1.8 Lost Time Adjust (s)... Synchro 8 Report Brad Byvelds, Novatech Page 15

1: Thurston Drive & St. Laurent Boulevard Existing PM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBT EBR WBL WBT NBL NBR Total Lost Time (s) 5.4 5.4 5.5 Lead/Lag LeadCLag Optimize? Vehicle Extension (s) 3. 3. 3. 3. Recall Mode Max None None None Walk Time (s) 7. 7. 7. 7. Flash Dont Walk (s) 13. 13. 13. 15. Pedestrian Calls (#/hr) Act Effct Green (s) 56.9 56.9 1. Actuated g/c Ratio.73.73.13 v/c Ratio.23.73.78 Control Delay 4.7 14.6 17.9 Queue Delay... Total Delay 4.7 14.6 17.9 LOS A B B Approach Delay 4.7 14.6 17.9 Approach LOS A B B Intersection Summary Area Type: Other Cycle Length: 9 Actuated Cycle Length: 77.8 Natural Cycle: 9 Control Type: ActuatedCUncoordinated Maximum v/c Ratio:.78 Intersection Signal Delay: 13.3 Intersection Capacity Utilization 85.7% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service E Splits and Phases: 1: Thurston Drive & St. Laurent Boulevard Synchro 8 Report Brad Byvelds, Novatech Page 16

4: Conroy Road & Thurston Drive Total AM 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 2 1 1 98 47 1223 454 122 654 8 Ideal Flow (vphpl) 18 18 18 18 18 18 18 18 18 18 18 18 Storage Length (m).. 3.. 65. 8. 7.. Storage Lanes 1 1 1 1 Taper Length (m) 7.5 3. 45. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 1. 1..95.95 Ped Bike Factor.99 1..98.96 1. Frt.966.85.85.998 Flt Protected.976.95.95 Satd. Flow (prot) 1369 1676 1433 1651 3288 15 166 3247 Flt Permitted.886.755.121 Satd. Flow (perm) 124 133 1433 1651 3288 1441 211 3247 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 1 127 493 2 Link Speed (k/h) 5 5 6 6 Link Distance (m) 68.3 468.5 273.1 436.1 Travel Time (s) 4.9 33.7 16.4 26.2 Confl. Peds. (#/hr) 5 2 2 5 2 1 1 2 Peak Hour Factor.92.92.92.92.92.92.92.92.92.92.92.92 Heavy Vehicles (%) 18% 33% 25% 2% % 5% 9% 4% 2% 3% 5% 13% Adj. Flow (vph) 2 1 1 17 51 1329 493 133 711 9 Shared Lane Traffic (%) Lane Group Flow (vph) 4 17 51 1329 493 133 72 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m).... Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2. 1. 2. 1. 2. 1. 2. 2. 1. Trailing Detector (m)......... Detector 1 Position(m)......... Detector 1 Size(m) 2..6 2..6 2..6 2. 2..6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)......... Detector 1 Queue (s)......... Detector 1 Delay (s)......... Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m).6.6.6.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm pm+pt NA Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 2 6 Detector Phase 4 4 8 8 2 2 2 1 6 Switch Phase Minimum Initial (s) 1. 1. 1. 1. 1. 1. 1. 5. 1. Minimum Split (s) 37.9 37.9 37.9 37.9 3.9 3.9 3.9 1.9 3.9 Total Split (s) 38. 38. 38. 38. 51. 51. 51. 11. 62. Total Split (%) 38.% 38.% 38.% 38.% 51.% 51.% 51.% 11.% 62.% Maximum Green (s) 31.1 31.1 31.1 31.1 45.1 45.1 45.1 5.1 56.1 Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 AllCRed Time (s) 3.6 3.6 3.6 3.6 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s)........ Synchro 8 Report Brad Byvelds, Novatech Page 17

4: Conroy Road & Thurston Drive Total AM 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Lost Time (s) 6.9 6.9 6.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lag Lag Lag Lead LeadCLag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 3. 3. 3. 3. 3. 3. 3. 3. 3. Recall Mode None None None None CCMin CCMin CCMin None CCMin Walk Time (s) 7. 7. 7. 7. 11. 11. 11. 11. Flash Dont Walk (s) 24. 24. 24. 24. 14. 14. 14. 14. Pedestrian Calls (#/hr) 1 1 2 2 3 3 3 1 Act Effct Green (s) 16.2 16.2 16.2 59.6 59.6 74.3 75.5 Actuated g/c Ratio.16.16.16.6.6.74.76 v/c Ratio.2.5.15.68.47.47.29 Control Delay 26.5 44..9 19. 3.1 13.9 6.5 Queue Delay....... Total Delay 26.5 44..9 19. 3.1 13.9 6.5 LOS C D A B A B A Approach Delay 26.5 3.1 14.7 7.6 Approach LOS C C B A Intersection Summary Area Type: Other Cycle Length: 1 Actuated Cycle Length: 1 Offset: 84 (84%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 9 Control Type: ActuatedCCoordinated Maximum v/c Ratio:.68 Intersection Signal Delay: 13.4 Intersection Capacity Utilization 7.9% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 4: Conroy Road & Thurston Drive Synchro 8 Report Brad Byvelds, Novatech Page 18

2: Thurston Drive & Thomas Spratt Place Total AM 121 Thomas Spratt Place 3/11/214 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 8 5 384 96 64 24 Sign Control Stop Free Free Grade % % % Peak Hour Factor.92.92.92.92.92.92 Hourly flow rate (vph) 9 5 417 14 7 261 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 87 47 522 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 87 47 522 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 97 99 93 cm capacity (veh/h) 31 594 145 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 14 522 33 Volume Left 9 7 Volume Right 5 14 csh 371 17 145 Volume to Capacity.4.31.7 Queue Length 95th (m).9. 1.7 Control Delay (s) 15.1. 2.4 Lane LOS C A Approach Delay (s) 15.1. 2.4 Approach LOS C Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15 Synchro 8 Report Brad Byvelds, Novatech Page 19

1: Thurston Drive & St. Laurent Boulevard Total AM 121 Thomas Spratt Place 3/11/214 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Stop Stop Stop Volume (vph) 195 31 275 33 1 382 Peak Hour Factor.92.92.92.92.92.92 Hourly flow rate (vph) 212 34 299 329 11 415 Direction, Lane # EB 1 WB 1 NB 1 Volume Total (vph) 246 628 426 Volume Left (vph) 299 11 Volume Right (vph) 34 415 Hadj (s).7.18 7.52 Departure Headway (s) 6.4 5.9 5.8 Degree Utilization, x.43 1.3.68 Capacity (veh/h) 547 61 67 Control Delay (s) 14.1 69.5 2.4 Approach Delay (s) 14.1 69.5 2.4 Approach LOS B F C Intersection Summary Delay 42.9 Level of Service E Intersection Capacity Utilization 81.6% ICU Level of Service D Analysis Period (min) 15 Synchro 8 Report Brad Byvelds, Novatech Page 2

4: Conroy Road & Thurston Drive Total PM 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 1 515 93 634 159 21 179 Ideal Flow (vphpl) 18 18 18 18 18 18 18 18 18 18 18 18 Storage Length (m).. 3.. 65. 8. 7.. Storage Lanes 1 1 1 1 Taper Length (m) 7.5 3. 45. 6. Lane Util. Factor 1. 1. 1. 1. 1. 1. 1..95 1. 1..95.95 Ped Bike Factor 1..99.97.99 Frt.85.85 Flt Protected.95.95.95 Satd. Flow (prot) 1449 1676 1436 1651 3288 15 166 3257 Flt Permitted.692.757.35 Satd. Flow (perm) 153 1336 1436 1651 3288 1448 68 3257 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 196 173 Link Speed (k/h) 5 5 6 6 Link Distance (m) 68.3 468.5 273.1 436.1 Travel Time (s) 4.9 33.7 16.4 26.2 Confl. Peds. (#/hr) 3 3 1 8 8 1 Peak Hour Factor.92.92.92.92.92.92.92.92.92.92.92.92 Heavy Vehicles (%) 18% 33% 25% 2% % 5% 9% 4% 2% 3% 5% 13% Adj. Flow (vph) 1 56 11 689 173 23 1858 Shared Lane Traffic (%) Lane Group Flow (vph) 1 56 11 689 173 23 1858 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 3.6 3.6 3.6 3.6 Link Offset(m).... Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2. 1. 2. 1. 2. 1. 2. 2. 1. Trailing Detector (m)......... Detector 1 Position(m)......... Detector 1 Size(m) 2..6 2..6 2..6 2. 2..6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)......... Detector 1 Queue (s)......... Detector 1 Delay (s)......... Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m).6.6.6.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases 4 8 2 6 Permitted Phases 4 8 2 2 6 Detector Phase 4 4 8 8 2 2 2 6 6 Switch Phase Minimum Initial (s) 1. 1. 1. 1. 1. 1. 1. 1. 1. Minimum Split (s) 37.9 37.9 37.9 37.9 3.9 3.9 3.9 3.9 3.9 Total Split (s) 38. 38. 38. 38. 57. 57. 57. 57. 57. Total Split (%) 4.% 4.% 4.% 4.% 6.% 6.% 6.% 6.% 6.% Maximum Green (s) 31.1 31.1 31.1 31.1 51.1 51.1 51.1 51.1 51.1 Yellow Time (s) 3.3 3.3 3.3 3.3 3.7 3.7 3.7 3.7 3.7 AllCRed Time (s) 3.6 3.6 3.6 3.6 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s)........ Synchro 8 Report Brad Byvelds, Novatech Page 21

4: Conroy Road & Thurston Drive Total PM 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Lost Time (s) 6.9 6.9 6.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag LeadCLag Optimize? Vehicle Extension (s) 3. 3. 3. 3. 3. 3. 3. 3. 3. Recall Mode None None None None CCMin CCMin CCMin CCMin CCMin Walk Time (s) 7. 7. 7. 7. 11. 11. 11. 11. 11. Flash Dont Walk (s) 24. 24. 24. 24. 14. 14. 14. 14. 14. Pedestrian Calls (#/hr) 1 1 3 3 3 1 1 Act Effct Green (s) 31.1 31.1 31.1 51.1 51.1 51.1 51.1 Actuated g/c Ratio.33.33.33.54.54.54.54 v/c Ratio. 1.28.17.39.2.7 1.6 Control Delay 22. 173.2.6 13.7 2.4 11.3 63. Queue Delay....... Total Delay 22. 173.2.6 13.7 2.4 11.3 63. LOS C F A B A B E Approach Delay 22. 146.9 11.4 62.4 Approach LOS C F B E Intersection Summary Area Type: Other Cycle Length: 95 Actuated Cycle Length: 95 Offset: 94 (99%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 13 Control Type: ActuatedCCoordinated Maximum v/c Ratio: 1.28 Intersection Signal Delay: 65.9 Intersection Capacity Utilization 88.8% Analysis Period (min) 15 Intersection LOS: E ICU Level of Service E Splits and Phases: 4: Conroy Road & Thurston Drive Synchro 8 Report Brad Byvelds, Novatech Page 22

2: Thurston Drive & Thomas Spratt Place Total PM 121 Thomas Spratt Place 3/11/214 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Volume (veh/h) 95 64 329 1 7 329 Sign Control Stop Free Free Grade % % % Peak Hour Factor.92.92.92.92.92.92 Hourly flow rate (vph) 13 7 358 11 8 358 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 736 363 368 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 736 363 368 tc, single (s) 6.4 6.2 4.1 tc, 2 stage (s) tf (s) 3.5 3.3 2.2 p queue free % 73 9 99 cm capacity (veh/h) 384 682 119 Direction, Lane # WB 1 NB 1 SB 1 Volume Total 173 368 365 Volume Left 13 8 Volume Right 7 11 csh 466 17 119 Volume to Capacity.37.22.1 Queue Length 95th (m) 13.5..2 Control Delay (s) 17.2..2 Lane LOS C A Approach Delay (s) 17.2..2 Approach LOS C Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 4.6% ICU Level of Service A Analysis Period (min) 15 Synchro 8 Report Brad Byvelds, Novatech Page 23

1: Thurston Drive & St. Laurent Boulevard Total PM 121 Thomas Spratt Place 3/11/214 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Sign Control Stop Stop Stop Volume (vph) 255 9 329 251 45 352 Peak Hour Factor.92.92.92.92.92.92 Hourly flow rate (vph) 277 1 358 273 49 383 Direction, Lane # EB 1 WB 1 NB 1 Volume Total (vph) 287 63 432 Volume Left (vph) 358 49 Volume Right (vph) 1 383 Hadj (s).9.17 7.44 Departure Headway (s) 6.4 6.1 6. Degree Utilization, x.51 1.6.71 Capacity (veh/h) 542 586 59 Control Delay (s) 16.1 79.1 22.5 Approach Delay (s) 16.1 79.1 22.5 Approach LOS C F C Intersection Summary Delay 47.6 Level of Service E Intersection Capacity Utilization 84.9% ICU Level of Service E Analysis Period (min) 15 Synchro 8 Report Brad Byvelds, Novatech Page 24

4: Conroy Road & Thurston Drive Total AM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 2 1 1 95 47 1223 454 122 654 8 Ideal Flow (vphpl) 18 18 18 18 18 18 18 18 18 18 18 18 Storage Length (m).. 3.. 65. 8. 7.. Storage Lanes 1 2 1 1 1 Taper Length (m) 7.5 3. 45. 6. Lane Util. Factor 1. 1. 1..97 1. 1. 1..95 1. 1..95.95 Ped Bike Factor 1..99 1..98.96 1. Frt.925.85.85.998 Flt Protected.95.95.95 Satd. Flow (prot) 1449 1282 3252 1433 1651 3288 15 166 3247 Flt Permitted.95.95.12 Satd. Flow (perm) 1443 1282 3242 1433 1651 3288 1441 178 3247 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 1 237 424 2 Link Speed (k/h) 5 5 6 6 Link Distance (m) 68.3 468.5 273.1 436.1 Travel Time (s) 4.9 33.7 16.4 26.2 Confl. Peds. (#/hr) 5 2 2 5 2 1 1 2 Peak Hour Factor.92.92.92.92.92.92.92.92.92.92.92.92 Heavy Vehicles (%) 18% 33% 25% 2% % 5% 9% 4% 2% 3% 5% 13% Adj. Flow (vph) 2 1 1 13 51 1329 493 133 711 9 Shared Lane Traffic (%) Lane Group Flow (vph) 2 2 13 51 1329 493 133 72 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 7.2 7.2 3.6 3.6 Link Offset(m).... Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2. 1. 2. 1. 2. 1. 2. 2. 1. Trailing Detector (m)......... Detector 1 Position(m)......... Detector 1 Size(m) 2..6 2..6 2..6 2. 2..6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)......... Detector 1 Queue (s)......... Detector 1 Delay (s)......... Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m).6.6.6.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Prot NA Prot NA Perm NA Perm pm+pt NA Protected Phases 7 4 3 8 2 1 6 Permitted Phases 2 2 6 Detector Phase 7 4 3 8 2 2 2 1 6 Switch Phase Minimum Initial (s) 4. 1. 5. 1. 1. 1. 1. 5. 1. Minimum Split (s) 9.5 37.9 1.5 37.9 3.9 3.9 3.9 1.9 3.9 Total Split (s) 1. 38. 11. 39. 4. 4. 4. 11. 51. Total Split (%) 1.% 38.% 11.% 39.% 4.% 4.% 4.% 11.% 51.% Maximum Green (s) 4.5 31.1 5.5 32.1 34.1 34.1 34.1 5.1 45.1 Yellow Time (s) 3.5 3.3 3.5 3.3 3.7 3.7 3.7 3.7 3.7 AllCRed Time (s) 2. 3.6 2. 3.6 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s)......... Synchro 8 Report Brad Byvelds, Novatech Page 25

4: Conroy Road & Thurston Drive Total AM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Lost Time (s) 5.5 6.9 5.5 6.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lead Lag Lead Lag Lag Lag Lag Lead LeadCLag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3. 3. 3. 3. 3. 3. 3. 3. 3. Recall Mode None None None None CCMin CCMin CCMin None CCMin Walk Time (s) 7. 7. 11. 11. 11. 11. Flash Dont Walk (s) 24. 24. 14. 14. 14. 14. Pedestrian Calls (#/hr) 1 2 3 3 3 1 Act Effct Green (s) 4.5 14.2 9. 14.4 59.7 59.7 74.2 75.4 Actuated g/c Ratio.4.14.9.14.6.6.74.75 v/c Ratio.3.1.35.12.68.48.51.29 Control Delay 46.5 25.5 46.5.6 2. 5.1 18.8 7.7 Queue Delay........ Total Delay 46.5 25.5 46.5.6 2. 5.1 18.8 7.7 LOS D C D A B A B A Approach Delay 36. 31.3 16. 9.4 Approach LOS D C B A Intersection Summary Area Type: Other Cycle Length: 1 Actuated Cycle Length: 1 Offset: 84 (84%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 15 Control Type: ActuatedCCoordinated Maximum v/c Ratio:.68 Intersection Signal Delay: 14.9 Intersection Capacity Utilization 7.4% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 4: Conroy Road & Thurston Drive Synchro 8 Report Brad Byvelds, Novatech Page 26

1: Thurston Drive & St. Laurent Boulevard Total AM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 195 31 275 33 1 382 Ideal Flow (vphpl) 18 18 18 18 18 18 Storage Length (m). 3... Storage Lanes 1 Taper Length (m) 3. 7.5 Lane Util. Factor 1. 1. 1. 1. 1. 1. Ped Bike Factor.99 1. Frt.981.868 Flt Protected.977.999 Satd. Flow (prot) 165 1674 158 Flt Permitted.729.999 Satd. Flow (perm) 165 1247 158 Right Turn on Red Yes Yes Satd. Flow (RTOR) 17 415 Link Speed (k/h) 5 5 5 Link Distance (m) 92.6 144.8 35.7 Travel Time (s) 6.7 1.4 22. Confl. Peds. (#/hr) 2 3 Peak Hour Factor.92.92.92.92.92.92 Heavy Vehicles (%) 1% 4% 4% 6% 22% 3% Adj. Flow (vph) 212 34 299 329 11 415 Shared Lane Traffic (%) Lane Group Flow (vph) 246 628 426 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m).. 3.6 Link Offset(m)... Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 15 25 25 15 Number of Detectors 2 1 2 1 Detector Template Thru Left Thru Left Leading Detector (m) 1. 2. 1. 2. Trailing Detector (m).... Detector 1 Position(m).... Detector 1 Size(m).6 2..6 2. Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s).... Detector 1 Queue (s).... Detector 1 Delay (s).... Detector 2 Position(m) 9.4 9.4 Detector 2 Size(m).6.6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).. Turn Type NA Perm NA NA Protected Phases 2 6 8 Permitted Phases 6 Detector Phase 2 6 6 8 Switch Phase Minimum Initial (s) 1. 1. 1. 5. Minimum Split (s) 27.4 25.4 25.4 27.5 Total Split (s) 42. 42. 42. 28. Total Split (%) 6.% 6.% 6.% 4.% Maximum Green (s) 36.6 36.6 36.6 22.5 Yellow Time (s) 3.7 3.7 3.7 3.7 AllCRed Time (s) 1.7 1.7 1.7 1.8 Lost Time Adjust (s)... Synchro 8 Report Brad Byvelds, Novatech Page 27

1: Thurston Drive & St. Laurent Boulevard Total AM Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBT EBR WBL WBT NBL NBR Total Lost Time (s) 5.4 5.4 5.5 Lead/Lag LeadCLag Optimize? Vehicle Extension (s) 3. 3. 3. 3. Recall Mode Min None None Min Walk Time (s) 7. 7. 7. 7. Flash Dont Walk (s) 13. 13. 13. 15. Pedestrian Calls (#/hr) 6 Act Effct Green (s) 33.3 33.3 8.4 Actuated g/c Ratio.63.63.16 v/c Ratio.24.8.72 Control Delay 5.3 19.2 1.9 Queue Delay... Total Delay 5.3 19.2 1.9 LOS A B B Approach Delay 5.3 19.2 1.9 Approach LOS A B B Intersection Summary Area Type: Other Cycle Length: 7 Actuated Cycle Length: 52.8 Natural Cycle: 8 Control Type: ActuatedCUncoordinated Maximum v/c Ratio:.8 Intersection Signal Delay: 13.8 Intersection Capacity Utilization 86.8% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service E Splits and Phases: 1: Thurston Drive & St. Laurent Boulevard Synchro 8 Report Brad Byvelds, Novatech Page 28

4: Conroy Road & Thurston Drive Existing PM Peak Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (vph) 1 515 93 634 159 21 179 Ideal Flow (vphpl) 18 18 18 18 18 18 18 18 18 18 18 18 Storage Length (m).. 3.. 65. 8. 7.. Storage Lanes 1 2 1 1 1 Taper Length (m) 7.5 3. 45. 6. Lane Util. Factor 1. 1. 1..97 1. 1. 1..95 1. 1..95.95 Ped Bike Factor 1..99.97 1. Frt.85.85 Flt Protected.95.95.95 Satd. Flow (prot) 1449 1353 3252 1436 1651 3288 15 166 3257 Flt Permitted.95.95.371 Satd. Flow (perm) 1446 1353 3252 1436 1651 3288 1448 645 3257 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 349 173 Link Speed (k/h) 5 5 6 6 Link Distance (m) 68.3 468.5 273.1 436.1 Travel Time (s) 4.9 33.7 16.4 26.2 Confl. Peds. (#/hr) 3 3 1 8 8 1 Peak Hour Factor.92.92.92.92.92.92.92.92.92.92.92.92 Heavy Vehicles (%) 18% 33% 25% 2% % 5% 9% 4% 2% 3% 5% 13% Adj. Flow (vph) 1 56 11 689 173 23 1858 Shared Lane Traffic (%) Lane Group Flow (vph) 1 56 11 689 173 23 1858 Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(m) 7.2 7.2 3.6 3.6 Link Offset(m).... Crosswalk Width(m) 4.8 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Number of Detectors 1 2 1 2 1 2 1 1 2 Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (m) 2. 1. 2. 1. 2. 1. 2. 2. 1. Trailing Detector (m)......... Detector 1 Position(m)......... Detector 1 Size(m) 2..6 2..6 2..6 2. 2..6 Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s)......... Detector 1 Queue (s)......... Detector 1 Delay (s)......... Detector 2 Position(m) 9.4 9.4 9.4 9.4 Detector 2 Size(m).6.6.6.6 Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).... Turn Type Prot Prot NA Perm NA Perm Perm NA Protected Phases 7 4 3 8 2 6 Permitted Phases 2 2 6 Detector Phase 7 4 3 8 2 2 2 6 6 Switch Phase Minimum Initial (s) 5. 1. 5. 1. 1. 1. 1. 1. 1. Minimum Split (s) 1.5 37.9 1.5 37.9 3.9 3.9 3.9 3.9 3.9 Total Split (s) 18. 38. 18. 38. 39. 39. 39. 39. 39. Total Split (%) 18.9% 4.% 18.9% 4.% 41.1% 41.1% 41.1% 41.1% 41.1% Maximum Green (s) 12.5 31.1 12.5 31.1 33.1 33.1 33.1 33.1 33.1 Yellow Time (s) 3.5 3.3 3.5 3.3 3.7 3.7 3.7 3.7 3.7 AllCRed Time (s) 2. 3.6 2. 3.6 2.2 2.2 2.2 2.2 2.2 Lost Time Adjust (s)......... Synchro 8 Report Brad Byvelds, NECL Page 29

4: Conroy Road & Thurston Drive Existing PM Peak Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Lost Time (s) 5.5 6.9 5.5 6.9 5.9 5.9 5.9 5.9 5.9 Lead/Lag Lead Lag Lead Lag LeadCLag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 3. 3. 3. 3. 3. 3. 3. 3. 3. Recall Mode None None None None CCMin CCMin CCMin CCMin CCMin Walk Time (s) 7. 7. 11. 11. 11. 11. 11. Flash Dont Walk (s) 24. 24. 14. 14. 14. 14. 14. Pedestrian Calls (#/hr) 1 3 3 3 1 1 Act Effct Green (s) 5.6 18.8 15.1 64.8 64.8 64.8 64.8 Actuated g/c Ratio.6.2.16.68.68.68.68 v/c Ratio.1.87.19.31.17.5.84 Control Delay 42. 52.7.8 8.9 2.6 1.2 18.5 Queue Delay....... Total Delay 42. 52.7.8 8.9 2.6 1.2 18.5 LOS D D A A A B B Approach Delay 44.8 7.6 18.4 Approach LOS D A B Intersection Summary Area Type: Other Cycle Length: 95 Actuated Cycle Length: 95 Offset: 1 (1%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 15 Control Type: ActuatedCCoordinated Maximum v/c Ratio:.87 Intersection Signal Delay: 2.8 Intersection Capacity Utilization 83.1% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service E Splits and Phases: 4: Conroy Road & Thurston Drive Synchro 8 Report Brad Byvelds, NECL Page 3

1: Thurston Drive & St. Laurent Boulevard Existing PM Peak Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations Volume (vph) 255 9 329 251 45 352 Ideal Flow (vphpl) 18 18 18 18 18 18 Storage Length (m). 3... Storage Lanes 1 Taper Length (m) 3. 7.5 Lane Util. Factor 1. 1. 1. 1. 1. 1. Ped Bike Factor 1..99.95 Frt.995.88 Flt Protected.972.994 Satd. Flow (prot) 1673 1692 1444 Flt Permitted.673.994 Satd. Flow (perm) 1673 1158 1439 Right Turn on Red Yes Yes Satd. Flow (RTOR) 4 383 Link Speed (k/h) 5 5 5 Link Distance (m) 92.6 144.8 35.7 Travel Time (s) 6.7 1.4 22. Confl. Peds. (#/hr) 18 13 15 15 Peak Hour Factor.92.92.92.92.92.92 Heavy Vehicles (%) 6% 29% 3% 4% 6% 4% Adj. Flow (vph) 277 1 358 273 49 383 Shared Lane Traffic (%) Lane Group Flow (vph) 287 631 432 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m).. 3.6 Link Offset(m)... Crosswalk Width(m) 4.8 4.8 4.8 Two way Left Turn Lane Headway Factor 1.7 1.7 1.7 1.7 1.7 1.7 Turning Speed (k/h) 15 25 25 15 Number of Detectors 2 1 2 1 Detector Template Thru Left Thru Left Leading Detector (m) 1. 2. 1. 2. Trailing Detector (m).... Detector 1 Position(m).... Detector 1 Size(m).6 2..6 2. Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s).... Detector 1 Queue (s).... Detector 1 Delay (s).... Detector 2 Position(m) 9.4 9.4 Detector 2 Size(m).6.6 Detector 2 Type Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s).. Turn Type NA Perm NA NA Protected Phases 2 6 8 Permitted Phases 6 Detector Phase 2 6 6 8 Switch Phase Minimum Initial (s) 1. 1. 1. 5. Minimum Split (s) 25.4 25.4 25.4 27.5 Total Split (s) 62. 62. 62. 28. Total Split (%) 68.9% 68.9% 68.9% 31.1% Maximum Green (s) 56.6 56.6 56.6 22.5 Yellow Time (s) 3.7 3.7 3.7 3.7 AllCRed Time (s) 1.7 1.7 1.7 1.8 Lost Time Adjust (s)... Synchro 8 Report Brad Byvelds, NECL Page 31

1: Thurston Drive & St. Laurent Boulevard Existing PM Peak Mitigated 121 Thomas Spratt Place 3/11/214 Lane Group EBT EBR WBL WBT NBL NBR Total Lost Time (s) 5.4 5.4 5.5 Lead/Lag LeadCLag Optimize? Vehicle Extension (s) 3. 3. 3. 3. Recall Mode Max None None None Walk Time (s) 7. 7. 7. 7. Flash Dont Walk (s) 13. 13. 13. 15. Pedestrian Calls (#/hr) Act Effct Green (s) 57. 57. 1.9 Actuated g/c Ratio.72.72.14 v/c Ratio.24.75.82 Control Delay 5.2 16.6 18.9 Queue Delay... Total Delay 5.2 16.6 18.9 LOS A B B Approach Delay 5.2 16.6 18.9 Approach LOS A B B Intersection Summary Area Type: Other Cycle Length: 9 Actuated Cycle Length: 78.8 Natural Cycle: 9 Control Type: ActuatedCUncoordinated Maximum v/c Ratio:.82 Intersection Signal Delay: 14.9 Intersection Capacity Utilization 9.3% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service E Splits and Phases: 1: Thurston Drive & St. Laurent Boulevard Synchro 8 Report Brad Byvelds, NECL Page 32

APPENDIX F OTM Signal Justification Calculations