TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION

TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION

TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION DECEMBER 2014 UPDATED SEPTEMBER 2015 Prepared by Dan Cherepacha, P.Eng. READ, VOORHEES & ASSOCIATES TORONTO, ONTARIO Read, Voorhees & Associates Limited, 2 Duncan Mill Road, Toronto, Ontario M3B 1Z4 Tel: 416 445-4360 / Fax: 416 445-4809 / readvoorhees@rva.ca

TABLE OF CONTENTS Page 1. INTRODUCTION... 1 2. PROPOSED DEVELOPMENT... 2 3. EXISTING CONDITIONS... 3 3.1 Roadways... 3 3.2 Existing Traffic... 4 3.3 Existing Traffic Operations... 5 3.3.1 James Snow Parkway and Derry Road... 6 3.3.2 James Snow Parkway and Waldie Road... 6 3.3.3 James Snow Parkway and Trudeau Drive... 6 3.3.4 James Snow Parkway and Main Street... 6 3.3.5 Derry Road and Fifth Line... 6 3.3.6 Derry Road and Sixth Line... 7 3.4 Transit... 7 4. SECONDARY PLAN TRAFFIC FORECASTS... 7 4.1 Secondary Plan Traffic Generation... 7 4.2 Traffic Assignment to Current Secondary Plan Road System... 9 4.3 Traffic Assignment to Modified Secondary Plan Road System... 10 5. TRAFFIC OPERATIONS ANALYSIS... 12 5.1 Secondary Plan Road System... 12 5.1.1 James Snow Parkway and Derry Road... 13 5.1.2 James Snow Parkway and Waldie Road... 13 5.1.3 James Snow Parkway and Trudeau Drive... 13 5.1.4 James Snow Parkway and Main Street... 13 5.1.5 Main Street and Fifth Line... 13 5.1.6 Derry Road and Fifth Line... 14 5.1.7 Derry Road and Collector 1... 14 5.1.8 Derry Road and Sixth Line... 14 5.1.9 Fifth Line and North Collector... 14 5.1.10 Fifth Line and South Collector... 15 5.1.11 South Collector and Collector 1... 15 5.1.12 Unsignalized Intersections... 15 6. CONCLUSION... 15

LIST OF TABLES Page TABLE 1. SIGNALIZED INTERSECTION ANALYSIS, EXISTING VOLUMES... 5 TABLE 2. SECONDARY PLAN TRIP GENERATION AM PEAK HOUR... 8 TABLE 3. SECONDARY PLAN TRIP GENERATION PM PEAK HOUR... 9 TABLE 4. SIGNALIZED INTERSECTION ANALYSIS, FUTURE SECONDARY PLAN... 12 LIST OF FIGURES FIGURE 1. FIGURE 2. FIGURE 3. FIGURE 4. FIGURE 5. FIGURE 6. FIGURE 7. FIGURE 8. DERRY GREEN SECONDARY PLAN DERRY GREEN CONCEPT DEVELOPMENT PLAN ORLANDO CONCEPT PLAN MENKES CONCEPT PLAN EXISTING TRAFFIC TRAFFIC ZONES CURRENT SECONDARY PLAN TRAFFIC MODIFIED SECONDARY PLAN TRAFFIC

TRAFFIC IMPACT STUDY DERRY GREEN CORPORATE BUSINESS PARK MILTON SECONDARY PLAN MODIFICATION 1. INTRODUCTION Milton has approved the Secondary Plan for Derry Green Corporate Business Park (Business Park), which is located between James Snow Parkway and Sixth Line, and runs south from Highway 401 to an NHS area below Louis St Laurent Avenue. Figure 1 shows the approved Secondary Plan. In the section between the CP railway and Derry Road the Secondary Plan includes two east-west collector roads. For purposes of this report the two roads are referred to as the North Collector and the South Collector. Orlando Development Corporation (Orlando) and Menkes Milton Industrial Inc. (Menkes) have assembled two large tracts of land immediately south of the CP rail line. These locations are shown on Figure 1. Orlando and Menkes propose to eliminate the North Collector road which passes through the middle of these two tracts, except for sections of public road that maintain access intersections on James Snow Parkway and on Fifth Line respectively. Internal circulation within the large blocks will be provided by private roadways and driving aisles. Therefore as provided for in Section C.9.4.1.1.c of the Secondary Plan, Orlando and Menkes are proposing a modification to the road network that would remove the North Collector road from the Secondary Plan, and that would realign the South Collector road about 150 metres to the north along property lines of the existing parcels of land within the Business Park. Read Voorhees and Associates has been retained to provide a Traffic Impact Study (TIS) that evaluates the proposed road system and justifies the alternative road network. An initial TIS dated December 2014 was prepared and submitted. Comments have been received from the Town, and this update responds to the requested modifications in study area and analysis. The study area consists of the lands bounded by Main Street to the north, James Snow Parkway to the west, Derry Road to the south, and Sixth Line to the east. The changes to the Derry Green Corporate Business Park road system are to the North and South Collector roads between the CPR and Derry Road as described above. All other components of the road system will remain as shown in the Secondary Plan and are not affected by the proposed modifications. The traffic analysis is an evaluation of the changes in traffic volume resulting from the removal of the North Collector road, and the ability of the revised road system to accommodate the traffic generated by the Business Park. Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 2 2. PROPOSED DEVELOPMENT Figure 2 shows a proposed development concept plan for the Business Park from the CP rail line to the south limit of the Secondary Plan. Figure 2 shows the above noted collector road modifications, with the North Collector road removed and a relocated South Collector road running from James Snow Parkway to Sixth Line. The South Collector road is moved 150 metres north and will be mid-way between Derry Road and the CP rail line. The North and South Collector roads in the current Secondary Plan are two lane roadways in a 26 metre right-of-way. In the modified plan the South Collector road remains as a two lane roadway within a 26 metre right-of-way. In both plans additional left turn lanes are assumed to be available at main intersections. The lands within the study area are currently vacant for the most part, or in agricultural use. Orlando has assembled the parcel bounded by the CPR, James Snow Parkway, the proposed realigned South Collector road, and Fifth Line. Menkes has assembled a similarly sized parcel bounded by the CPR, Fifth Line, the proposed realigned South Collector road, and the Putzer block to the east which consists of the remaining lands over to Sixth Line. These larger parcels have been assembled to permit development of one or more warehouse buildings with large floor areas of up to 1 million sq. ft. Circulation within these large warehouse campuses will be provided by private internal roads and driveways, which replaces the function of the North Collector road. The Orlando concept site plan is shown in Figure 3, and has a total building floor area of 2.47 million square feet. The Menkes concept site plan is shown in Figure 4, and the area north of the drainage channel has a total building floor area of 1.04 million square feet. The smaller area south of the drainage channel does not yet show a building plan but using the same ratio of building to ground area this block would have approximately 255,000 square feet. For the traffic analysis the Menkes block is assumed to have a building area of about 1.34 million square feet. The proposed South Collector road shown in Figure 2 intersects James Snow Parkway at an intersection opposite Waldie Avenue, the same location as the South Collector road does in the current version of the Secondary Plan. The proposed collector road then runs adjacent to an existing woodlot which will remain in place, up to the property line between the Orlando/Menkes blocks and the lands to the south. This is a relocation of approximately 150 metres. The South Collector road continues across the Putzer lands to Sixth Line. The alignment of the South Collector road is along existing property lines in the Secondary Plan rather than running through parcels, and thus facilitates implementation and development planning for the lands within the Business Park. At a more detailed level it is noted that while the common practice would be to centre the road right-of-way on the property lines, the South Collector road is located entirely to the south of the Orlando and Menkes block boundaries. This is proposed in order to avoid an Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 3 existing building on a hold-out property on the east side of Fifth Line at the south-west corner of the Menkes block. Orlando and Menkes propose to pay for half of the cost of construction of the South Collector road, and to pay the landowners to the south for half of the right-of-way. Fifth Line and Sixth Line will remain in place as north-south arterial roads. Also a new northsouth Collector Road 1 that is located about mid-way between Fifth Line and Sixth Line in the existing Secondary Plan will continue to be part of the planned road system. The South Collector intersects these north-south roadways to form the major road system within this portion of the Derry Green Corporate Business Park. It is noted that the alignment of Collector Road 1 may become the alignment of a north-south Regional Road that is the subject of a future EA Study. The Orlando parcel will have access to James Snow Parkway by way of a public road at the west end of their site, and will also have access to the South Collector when it is constructed at a driveway near the east end of the site. The Menkes parcel will have a public road into the area north of the drainage channel providing access to Fifth Line, and will also have access to the South Collector when it is constructed at a driveway on the east half of the site. The internal road system for the Menkes area south of the drainage channel is not yet laid out, but access can be a driveway to Fifth Line or a driveway to the South Collector road, or to both. As the parcels south of the South Collector down to Derry Road are developed, local roads can be constructed as necessary to provide access to the existing parcels or to larger assembled parcels. This would be the same process as presently contemplated in the Secondary Plan. 3. EXISTING CONDITIONS 3.1 Roadways James Snow Parkway is a four lane arterial that provides north-south service in Milton, and has an interchange with Highway 401 to the north. Separate left turn lanes are provided at intersections. Posted speed is 70 km/h. Derry Road is a four lane arterial south of the CP rail line that provides east-west service across Milton. Separate left and right turn lanes are provided at major intersections. Posted speed is 60 km/h. Main Street is an arterial north of the CP rail line that provides east-west service across Milton as far as Fifth Line. Main Street is a four lane road west of James Snow Parkway, and a two Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 4 lane road from James Snow Parkway to Fifth Line. Separate left and right turn lanes are provided at major intersections. Posted speed is 60 km/h. Fifth Line and Sixth Line are two lane minor arterials that provide north-south service in Milton. They run from south of Derry Road up to Steeles Avenue. An EA Study has been completed and approved for Fifth Line (Derry Road to Highway 401)/Main Street (James Snow Parkway to Fifth Line). The recommended improvement is to widen Fifth Line to four through lanes plus turning lanes at major intersections, and a grade separation of the road at the CP rail crossing. Similarly it is recommended that Main Street from James Snow Parkway to Fifth Line be widened to four lanes to accommodate anticipated future development. Traffic signals are located along James Snow Parkway at Derry Road, at Waldie Avenue, at Trudeau Drive and at Main Street. Signals are also located on Derry Road at Fifth Line, and at Sixth Line. The intersection at Main Street and Fifth Line is unsignalized, with Stop sign control on Main Street. 3.2 Existing Traffic Figure 5 shows the existing traffic volumes in the a.m. and p.m. peak hours at the main intersections in the study area. Volumes are from the most recent counts carried out by Halton Region, Town of Milton or Read Voorhees. The intersection at James Snow Parkway and Trudeau Drive has just recently been opened. This was counted by Read Voorhees in September, along with the intersection to the south at James Snow Parkway and Waldie Road to determine if some traffic transferred to the new intersection. The counts are as follows: James Snow Pkwy and Derry Road June 2013 Halton Region James Snow Pkwy and Waldie Road Sept 2015 Read Voorhees James Snow Pkwy and Trudeau Drive Sept 2015 Read Voorhees James Snow Pkwy and Main Street Apr 2015 Halton Region Derry Road and Fifth Line Nov 2014 Halton Region Derry Road and Sixth Line Sept 2014 Halton Region Main Street and Fifth Line Nov 2014 Milton Sixth Line at North Town Limit Sept 2014 Milton Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 5 3.3 Existing Traffic Operations The signalized intersections have been analyzed using the Synchro program. Since all of the traffic signals are on Regional roads, the parameters as specified by Halton in their Guidelines have been used. Table 1 shows the v/c ratios for the signalized intersections in the study area for existing conditions. Table 1. Signalized Intersection Analysis, Existing Volumes Scenario Intersection / Condition Existing Traffic Future Secondary Plan Traffic A.M. Peak Hour Delay (sec) LOS v/c ratio James Snow & Derry 46.6 D 1.01 EB thru 44.7 D 1.00 NB right 97.5 F 1.02 James Snow & Waldie 13.8 B 0.49 James Snow & Trudeau 12.1 B 0.49 James Snow & Main 86.1 F 1.05 EB left 175 F 1.28 NB thru 105 F 1.13 SB left 138 F 1.13 Derry & Fifth 39.3 D 1.02 EB thru 40.4 D 1.02 SB left 101 F 1.03 Derry & Sixth 36.6 D 0.90 EB thru 43.0 D 1.04 Delay (sec) LOS v/c ratio Future Revised Secondary Plan Traffic Delay (sec) LOS v/c ratio P.M. Peak Hour Delay (sec) LOS v/c ratio James Snow & Derry 50.9 D 1.01 WB thru 54.1 D 1.02 SB right 98.7 F 1.01 James Snow & Waldie 5.2 A 0.36 James Snow & Trudeau 5.9 A 0.36 James Snow & Main 59.0 E 0.94 WB thru 98.1 F 1.07 SB right 87.8 F 1.06 Derry & Fifth 23.3 C 0.93 WB thru 22.6 C 0.93 Derry & Sixth 14.6 B 0.83 WB thru 14.1 B 0.87 Delay (sec) LOS v/c ratio Delay (sec) LOS v/c ratio Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 6 3.3.1 James Snow Parkway and Derry Road There are two eastbound left turn lanes at the intersection to accommodate the left turn movement. The signalized intersection is currently operating at level of service D in the a.m. peak hour and at level D in the p.m. peak hour, with v/c ratios of 1.01 and 1.01 respectively. The peak directional flow in the a.m. peak hour is eastbound and in the p.m. peak hour is westbound. There is a heavy northbound right turn volume in the a.m. peak hour and a heavy southbound right turn in the p.m. peak hour. 3.3.2 James Snow Parkway and Waldie Road Waldie Road is a collector road serving the residential area on the west side of James Snow Parkway. The signalized intersection is currently operating at level of service B in the a.m. peak hour and at level A in the p.m. peak hour. The v/c ratios are 0.49 and 0.36 in the a.m. and p.m. respectively. 3.3.3 James Snow Parkway and Trudeau Drive Trudeau Drive is also a collector road serving the residential area on the west side of James Snow Parkway. The intersection has just recently been opened to traffic, and appears to have diverted some traffic from Waldie Road to this route. The signalized intersection is currently operating at level of service B in the a.m. peak hour and at level A in the p.m. peak hour. The v/c ratios are 0.49 and 0.36 in the a.m. and p.m. respectively. 3.3.4 James Snow Parkway and Main Street There are two eastbound left turn lanes at this intersection to accommodate the very heavy left turn movement. The signalized intersection is currently operating at level of service F in the a.m. peak hour and at level E in the p.m. peak hour, with v/c ratios of 1.05 and 0.94 in the a.m. and p.m. respectively. The peak directional flow in the a.m. peak hour is eastbound and in the p.m. peak hour is westbound. There is a heavy northbound right turn volume in the a.m. peak hour and a heavy southbound right turn in the p.m. peak hour. 3.3.5 Derry Road and Fifth Line The peak directional flow on Derry Road is quite pronounced, heavily eastbound in the a.m. peak hour and heavily westbound in the p.m. peak hour. There is a significant southbound left turn volume in the a.m. peak hour and a westbound right turn volume in the p.m. peak hour. Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 7 The signalized intersection is currently operating at level of service D in the a.m. peak hour and at level C in the p.m. peak hour. The v/c ratios are 1.02 and 0.93 in the a.m. and p.m. respectively. 3.3.6 Derry Road and Sixth Line As at Fifth Line, the peak directional flow on Derry Road is eastbound in the a.m. peak hour and westbound in the p.m. peak hour. There is not a significant volume to or from Sixth Line. The signalized intersection is currently operating at level of service D in the a.m. peak hour and at level B in the p.m. peak hour. The v/c ratios are 0.90 and 0.87 in the a.m. and p.m. respectively. 3.4 Transit Transit service is not currently provided to this area since the lands are not yet developed. It is assumed that the Milton Transit services will be extended as the Business Park develops and demand is generated. 4. SECONDARY PLAN TRAFFIC FORECASTS 4.1 Secondary Plan Traffic Generation Reports by Entra Consultants titled Transportation Options Assessment dated May 2008, and Transportation Strategy Report Final dated December 2010, evaluated several options for land use and road systems in the Secondary Plan area. The Entra traffic study has forecast traffic for the entire Secondary Plan area. The Fifth Line/Main Street EA Study has also used the Entra Secondary Plan traffic forecast report as the basis for its evaluations. Figure 6 shows the 16 traffic zones used for representation of future development in the Derry Green Corporate Business Park, with zones 3, 4, 5, 6 and 7 being the ones affected or partially affected by the proposed collector road modifications. Figure 6 shows the changes in zone boundaries that have been made for evaluation of the Orlando/Menkes OPA proposal. Zone 3 and part of zone 5 cover the Orlando lands. Therefore Zone 5 has been divided to separate the Orlando lands and the remaining lands to the south. Part of zone 4 and part of zone 6 cover the Menkes lands. Therefore zones 4 and 6 have also been divided into east/west and north/south segments respectively to be consistent with the Menkes land boundary. Zone 7 has been divided into two segments, north and south of the proposed South Collector road realignment. Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 8 Table 1 shows the initial Entra trip generation totals for each zone for the a.m. peak hour, and shows the revised zonal trip generation totals that are consistent with the Orlando and Menkes boundaries. Table 2 shows the same traffic generation data for the p.m. peak hour The total traffic generation for the Secondary Plan remains the same, but with the new zones now representing the Orlando site, the Menkes site, and the remaining segments of the study area between the CP rail line and Derry Road. Traffic generation totals north and south of the proposed South Collector road location are similar, with slightly more traffic generated north of the roadway. TABLE 2. SECONDARY PLAN TRIP GENERATION AM PEAK HOUR ENTRA ANALYSIS READ VOORHEES ANALYSIS COMMENTS ZONE IN OUT ZONE IN OUT 3 612 97 3 612 97 Orlando 4 678 101 4a 408 61 Menkes 4b 270 40 Putzer north 5 384 62 5a 197 32 Orlando 5b 187 30 6 413 62 6a 206 31 Menkes 6b 207 31 7 679 105 7a 167 26 Putzer north 7b 512 79 8 415 69 8 415 69 9 345 57 9 345 57 TOTAL 3526 553 3526 553 Orlando (3 + 5a) 809 129 Menkes (4a + 6a) 614 92 Putzer north (4b + 7a) 437 66 Total north side of proposed South Collector road 1860 287 Total south side of proposed South Collector road 1666 266 TOTAL 3526 553 Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 9 TABLE 3. SECONDARY PLAN TRIP GENERATION PM PEAK HOUR ENTRA READ VOORHEES COMMENTS ZONE IN OUT ZONE IN OUT 3 133 361 3 133 361 Orlando 4 168 411 4a 101 247 Menkes 4b 67 164 Putzer north 5 78 224 5a 40 115 Orlando 5b 38 109 6 102 250 6a 51 125 Menkes 6b 51 125 7 149 392 7a 37 98 Putzer north 7b 112 294 8 49 172 8 49 172 9 66 199 9 66 199 TOTAL 745 2009 745 2009 Orlando (3 + 5a) 173 476 Menkes (4a + 6a) 152 372 Putzer north (4b + 7a) 104 262 Total north side of proposed South Collector road 429 1110 Total south side of proposed South Collector road 316 899 TOTAL 745 2009 4.2 Traffic Assignment to Current Secondary Plan Road System The Entra report documented traffic assignment to the proposed road system for the p.m. peak hour volumes at screen lines that were located north of the CP rail line, north of Derry Road, and east of James Snow Parkway. Data for the a.m. peak hour was not analyzed. Figure 7 shows the p.m. peak hour traffic forecast for the current Secondary Plan road system with the two North Collector and South Collector roads that run between James Snow Parkway and Sixth Line. Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 10 Zone 3, and the north portion of zone 5 which is assumed would access the North Collector road, are estimated to be generating a total of 476 outbound trips. The screen line assignments shows that in the p.m. peak hour 238 trips were exiting from the North Collector to James Snow Parkway, and 93 trips were entering at that connection with James Snow Parkway This is exactly half of the zonal trip generation, and the other half would be using the intersection at the east end of the zone at Fifth Line. The net volumes would include any trips coming and going to properties east of Fifth Line. This section of the North Collector road was calculated in the Entra report to be operating with a v/c ratio of 0.40, well below its full capacity. The Entra assignment of traffic to and from James Snow Parkway at the South Collector road shows that in the p.m. peak hour 476 trips were exiting from the South Collector to James Snow Parkway, and 173 trips were entering the development area at that connection to James Snow Parkway. These trips included the traffic generated on the lands south of the Orlando property, and any trips coming across from east of Fifth Line south of the Menkes property. Traffic from zones 5 to 9 south of the Orlando and Menkes sites will use Derry Road and the South Collector for travel east and west. Fifth Line, Sixth Line, and Collector Road 1 will provide access to Derry Road and beyond, and Fifth Line and Sixth Line will provide access north to Main Street and beyond. Traffic will access Derry Road at Fifth Line, Sixth Line and Collector Road 1, with the volumes indicated in the Entra report at the screen line north of Derry Road. Volumes are also shown at two other access intersections on Derry Road, one west of Fifth Line and one east of Fifth Line. These would be minor collector roads that service the zones immediately north of Derry Road. The volumes at these two intersections with Derry Road are minor and are not shown on Figure 7. 4.3 Traffic Assignment to Modified Secondary Plan Road System Figure 8 shows the p.m. peak hour traffic forecast for the modified Secondary Plan road system with the North Collector road replaced by the access roads into the Orlando and Menkes blocks. The South Collector road still intersects James Snow Parkway opposite Waldie Road and runs between James Snow Parkway and Sixth Line, but is shifted about 150 metres north of the conceptual alignment in the Secondary Plan. As noted earlier, the North Collector road in the current Secondary Plan passes through the middle of the Orlando and Menkes properties. This collector road function will be replaced by the access roads connecting to James Snow Parkway and to Fifth Line, and internal circulation roads within the two large parcels. The Orlando parcel will have access to James Snow Parkway by way of a public road at the west end of the site, and will later have access to the South Collector road when it is constructed at a driveway near the east end of the site. The Menkes parcel will have access to Fifth Line by way of a public road at the west end of the site. Menkes will also later have Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 11 access to the South Collector road when it is constructed at a driveway on the east half of the site. For the south-west corner of the site, south of the drainage channel, there will be a driveway connection to Fifth line or alternatively a driveway connection to the South Collector road. The Orlando site as shown in Table 2 is estimated to generate the same 476 outbound trips in the p.m. peak hour as in the current Secondary Plan. About three-quarters of this traffic, or 357 trips, is expected to use the intersection with James Snow Parkway. One-quarter of site traffic, about 119 trips, is expected to use the connection to the South Collector road which provides another access to James Snow Parkway as well as access east to Fifth Line and to Sixth Line, and then down to Derry Road. However, as an analysis of maximum assignment to James Snow Parkway all of the Orlando traffic has been allocated to the James Snow Parkway intersection. This adds 131 outbound trips to James Snow Parkway south toward Derry Road, and 95 trips north toward Main Street. The additional inbound volumes are 51 trips from the south and 37 trips from the north. Similar to the Orlando analysis, as an analysis of maximum assignment to Fifth Line the Menkes site traffic is all assigned to the intersection with Fifth Line without any allowance on the South Collector driveway. This intersection is located about where the North Collector road would intersect Fifth Line. In the p.m. peak hour this volume is a total of 152 inbound trips and 372 outbound trips. The Menkes site intersection with Fifth Line will be a T intersection since the previous North Collector link on the west side is eliminated on the Orlando side of Fifth Line. Therefore the north-south volumes on Fifth Line will be about the same as in the current Secondary Plan, the added traffic from the Menkes block replacing the reassigned traffic from the Orlando block. The North Collector road intersection at Sixth Line can be replaced by a public local road or a private driveway that provides access to the Putzer block. Access to the Putzer block can also be provided at the north end of Collector Road 1 which is maintained in the street system from Derry Road to the realigned South Collector. The South Collector road alignment continuing east from James Snow Parkway is about 150 metres further north, but can be accessed by development in the same manner as was proposed for the current Secondary Plan street system. This would be by direct driveway access or with local roads. Therefore the volume of traffic on the South Collector road accessing James Snow Parkway at Waldie Avenue will be about the same volume as was assigned to the South Collector road for the current plan. The traffic assignments on Fifth Line, on Sixth Line and on Collector Road 1 at Derry Road will remain the same as in the current Secondary Plan. The assignment on Sixth Line to and from the north is the same as for the current Secondary Plan. Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 12 5. TRAFFIC OPERATIONS ANALYSIS 5.1 Secondary Plan Road System The Entra traffic analysis concluded that development of the full Business Park will require, in addition to the existing and planned road system, the addition of one lane in each direction on three major roadways; Fifth Line from Derry Road to Highway 401, James Snow Parkway from Derry Road to Highway 401, and Derry Road from James Snow Parkway to Sixth Line. These improvements are added to the noted roads for evaluation of traffic operations for the Secondary Plan at build out. The Fifth Line EA Study has been completed and confirmed the design of a four lane arterial road, including a grade separation at the CP rail line. Four lanes on Main Street from James Snow Parkway to Fifth Line is also approved in the EA Study. Table 4 shows the v/c ratios for the signalized intersections in the study area for the Current Secondary Plan road system and for the Modified Secondary Plan road system upon full development of the area. All other intersections within the Business Park can operate as unsignalized intersections. Table 4. Signalized Intersection Analysis, Future Secondary Plan Scenario Intersection / Condition Existing Traffic Current Secondary Plan Future Traffic Modified Secondary Plan Future Traffic P.M. Peak Hour Delay (sec) LOS v/c ratio Delay (sec) LOS v/c ratio Delay (sec) LOS v/c ratio James Snow & Derry 50.9 D 1.01 56.4 E 0.86 61.7 E 0.89 WB thru 54.1 D 1.02 44.6 D 0.93 54.9 D 0.98 SB right 98.7 F 1.01 91.2 F 0.99 90.7 F 1.00 SB left 60.6 E 0.76 114 F 1.06 104 F 1.04 James Snow & Waldie 5.2 A 0.36 14.9 B 0.71 16.2 B 0.83 James Snow & Trudeau 5.9 A 0.36 16.0 B 0.55 22.1 C 0.68 James Snow & Main 59.0 E 0.94 48.3 D 0.93 51.7 D 0.96 WB thru 98.1 F 1.07 65.8 E 0.96 69.6 E 0.96 SB right 87.8 F 1.06 71.9 E 1.00 77.5 E 1.03 Main & Fifth - - - 27.5 C 0.44 28.3 C 0.44 Derry & Fifth 23.3 C 0.93 27.5 C 0.82 29.4 C 0.82 WB thru 22.6 C 0.93 25.4 C 0.94 28.6 C 0.94 Derry & Collector 1 - - - 9.7 A 0.77 8.7 A 0.77 Derry & Sixth 14.6 B 0.83 15.6 B 0.78 15.6 B 0.78 WB thru 14.1 B 0.87 11.9 B 0.77 11.9 B 0.77 North Coll & Fifth (Menkes) - - - 15.0 B 0.41 14.2 B 0.43 South Coll & Fifth - - - 19.5 B 0.51 17.9 B 0.51 South Coll & Collector 1 - - - 21.9 C 0.11 19.4 B 0.11 Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 13 5.1.1 James Snow Parkway and Derry Road The widening of both James Snow Parkway and Derry Road to six lanes will accommodate the future traffic that has been forecast for this intersection. Although overall average vehicle delay increases with the future volumes, and level of service moves into level E, the v/c ratio for the current secondary plan volumes in the p.m. peak hour is 0.86. The increase in traffic on James Snow Parkway as forecast for the modified plan increases the v/c ratio to 0.89 but level of service remains at level E. The future v/c ratios are an improvement over the current v/c ratio of 1.01. 5.1.2 James Snow Parkway and Waldie Road The signalized intersection level of service in the p.m. peak hour will change from the existing level A to level B for the current secondary plan, as well as for the modified plan. The future v/c ratios are 0.71 and 0.83 respectively. The intersection will continue to operate at a good level of service with the modified plan. 5.1.3 James Snow Parkway and Trudeau Drive With the current secondary plan traffic assignment the intersection will operate in the p.m. peak hour at level of service B and a v/c ratio of 0.55. With the conservative forecast of all site traffic using this intersection in the modified plan the level of service in the p.m. peak hour changes to level C and the v/c ratio increases to 0.68. This is good operation and the increase in traffic is easily accommodated at the intersection. 5.1.4 James Snow Parkway and Main Street The additional two through lanes on James Snow Parkway will improve capacity and reduce average vehicle delay compared to present conditions. The intersection operation improves to level of service D in the p.m. peak hour, with a v/c ratio of 0.93. The increase in through traffic in the modified plan does not change level of service from level D, and the v/c ratio increases slightly to 0.96. 5.1.5 Main Street and Fifth Line Both Main Street and Fifth Line will be widened to four lanes, and with the increase in traffic due to the Business Park development the intersection at Fifth Line and Main Street will be signalized. For the current secondary plan volumes the intersection will operate level of service C, and with a v/c ratio of 0.44. There is essentially no change in volumes with the modified secondary plan and the intersection operation remains at level C and a v/c ratio of 0.44. Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 14 5.1.6 Derry Road and Fifth Line The widening of Derry Road to six lanes and widening of Fifth Line to four lanes will accommodate the future volumes along Derry Road and the additional traffic from the Business Park. For the current secondary plan the intersection will operate at level of service C in the p.m. peak hour and with a v/c ratio of 0.82. There is no change with the modified secondary plan, with operation at level C with the same v/c ratio of 0.82. 5.1.7 Derry Road and Collector 1 The new intersection on Derry Road at Collector 1 will operate at very good level of service. The volumes in and out of the Business Park are relatively low. The intersection will operate at level of service A in the p.m. peak hour and with a v/c ratio of 0.77. There is no change in volumes with the modified plan, and operation remains at level A with the same v/c ratio of 0.77. 5.1.8 Derry Road and Sixth Line Volumes are the same at Derry Road and Sixth Line for the current and modified secondary plans. Widening Derry Road to six lanes will maintain future conditions at about the same level as existing conditions. The intersection will continue operating at level of service B in the p.m. peak hour, with a v/c ratio of 0.78. 5.1.9 Fifth Line and North Collector The intersection on Fifth Line at the North Collector in the current secondary plan will operate at level of service B and a v/c ratio of 0.41. In the modified plan this intersection is the access point for the Menkes block. Although the volumes for the Menkes block increase since it has been assumed that all site traffic will use this access, the intersection becomes a T intersection due to there being no leg on the west side as the roadway does not extend through the Orlando block. The Menkes access intersection will operate at level of service B in the p.m. peak hour and with a v/c ratio of 0.43. This is essentially the same conditions as for the current secondary plan intersection at the North Collector road. Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 15 5.1.10 Fifth Line and South Collector The intersection on Fifth Line at the South Collector in the current secondary plan will operate at level of service B and a v/c ratio of 0.51. In the modified plan this intersection carries essentially the same traffic, but is just relocated 150 metres to the north. The volumes are identical and the intersection will operate at level of service B in the p.m. peak hour and with a v/c ratio of 0.51. 5.1.11 South Collector and Collector 1 The intersection at the South Collector and Collector 1 will operate at good level of service. The volumes in and out of the Business Park are the same in both the current and modified secondary plans. The intersection will operate in the p.m. peak hour and with a v/c ratio of 0.11. The intersection has been analyzed as a signalized intersection, but could also operate as an unsignalized intersection. 5.1.12 Unsignalized Intersections As noted above the intersection at the South Collector Road and Collector 1 could probably operate as an unsignalized intersection. This also applies to several other intersection within the Business Park. The intersection on Sixth Line at the South Collector has been assumed to be unsignalized, with Stop sign control on the South Collector and through traffic movement on Sixth Line. This condition is also appropriate at the Sixth Line intersection with the North Collector road. In the modified secondary plan the North Collector road at Sixth line would become an access road to the Putzer lands. 6. CONCLUSION Orlando and Menkes have assembled two large tracts of land immediately south of the CP rail line as shown on Figure 1. The North Collector road in the current Secondary Plan passes through the middle of these two tracts, and therefore Orlando and Menkes are proposing a modification to the road system that would remove the North Collector road from the Secondary Plan, and that would realign the South Collector road. Site access roads and internal circulation drives for the Orlando and Menkes lands would replace the function of the North Collector road. Removal of the North Collector road that crosses the Orlando and Menkes properties will not result in any noticeable change in the traffic volumes assigned to the remainder of the Business Read, Voorhees & Associates

Traffic Impact Study Proposed Derry Green Corporate Business Park SP Roads Modification 16 Park road system. Some additional traffic will use James Snow Parkway, but all other roads will carry about the same volumes of traffic. The North and South Collector roads in the current Secondary Plan are two lane roadways in a 26 metre right-of-way. In the modified plan the South Collector road remains as a two lane roadway within a 26 metre right-of-way. In both plans additional left turn lanes are assumed to be available at main intersections. The Orlando lands will have access at the signalized intersection at James Snow Parkway and Trudeau Drive. Traffic to and from the Menkes site will access Fifth Line at an intersection about in the same location as the North Collector road would be located. The remainder of the Secondary Plan properties will continue to use Fifth Line, Sixth Line, new Collector Road 1, and a relocated South Collector road to access the existing arterial road system consisting of James Snow Parkway, Derry Road, and Main Street. In terms of capacity requirements, intersection operation will be almost the same with the revised road system as with the proposed secondary plan system. Therefore the proposed road system with removal of the North Collector road will accommodate the future development of the Derry Green Business Park. It is noted that the Secondary Plan traffic analysis concluded that full development of the Derry Green Business Park will require, in addition to the existing and planned road system, the addition of one lane in each direction on Fifth Line from Derry Road to Highway 401, on James Snow Parkway from Derry Road to Highway 401, and on Derry Road from James Snow Parkway to Sixth Line. These improvements have been included for evaluation of traffic operations for the Secondary Plan at build out. The Fifth Line EA Study has been completed and confirmed the design of a four lane arterial road, including a grade separation at the CP rail line. Four lanes on Main Street from James Snow Parkway to Fifth Line is also approved in the EA Study. Read, Voorhees & Associates

X:\Drawings\600-001\2015 10 September\Derry Green DCP Oct 8 15.dwg DERRY GREEN CORPORATE BUSINESS PARK DEVELOPMENT CONCEPT PLAN Legend Business Park Area Channel Arterial Road Industrial Area SWM Pond Collector Road Prestige Office Area Community Park Derry Green Boundary Natural Heritage System Union Gas Pipeline - All areas are approximate Scale 1:5000 (24 x 36) October 8, 2015 Woodlot Greenbelt Notes *Preliminary Development Concept Plan for Discussion Purposes Only. Subject to Agency Approvals. GLEN SCHNARR & ASSOCIATES INC.

APPENDIX A SYNCHRO OUTPUT

EXISTING 3: DERRY & JAMES SNOW AM PEAK HOUR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 334 1924 53 45 456 77 29 274 359 238 292 169 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 6.0 7.0 7.0 Lane Util. Factor 0.97 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 Frt 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3502 3539 1583 1770 3252 1346 1687 3505 1583 1597 3438 1568 Flt Permitted 0.95 1.00 1.00 0.10 1.00 1.00 0.56 1.00 1.00 0.43 1.00 1.00 Satd. Flow (perm) 3502 3539 1583 186 3252 1346 994 3505 1583 717 3438 1568 Peak-hour factor, PHF 0.92 1.00 0.92 0.92 0.92 0.92 0.92 0.92 1.00 0.92 0.92 0.92 Adj. Flow (vph) 363 1924 58 49 496 84 32 298 359 259 317 184 RTOR Reduction (vph) 0 0 26 0 0 53 0 0 22 0 0 124 Lane Group Flow (vph) 363 1924 32 49 496 31 32 298 337 259 317 60 Heavy Vehicles (%) 0% 2% 2% 2% 11% 20% 7% 3% 2% 13% 5% 3% Turn Type Prot Perm Perm Perm Perm Perm pm+pt Perm Protected Phases 7 4 8 2 1 6 Permitted Phases 4 8 8 2 2 6 6 Actuated Green, G (s) 14.0 60.0 60.0 40.0 40.0 40.0 23.0 23.0 23.0 36.0 36.0 36.0 Effective Green, g (s) 14.0 60.0 60.0 40.0 40.0 40.0 23.0 23.0 23.0 36.0 36.0 36.0 Actuated g/c Ratio 0.13 0.55 0.55 0.36 0.36 0.36 0.21 0.21 0.21 0.33 0.33 0.33 Clearance Time (s) 6.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 6.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 446 1930 863 68 1183 489 208 733 331 291 1125 513 v/s Ratio Prot 0.10 c0.54 0.15 0.09 c0.06 0.09 v/s Ratio Perm 0.02 0.26 0.02 0.03 c0.21 0.23 0.04 v/c Ratio 0.81 1.00 0.04 0.72 0.42 0.06 0.15 0.41 1.02 0.89 0.28 0.12 Uniform Delay, d1 46.7 24.9 11.6 30.2 26.3 22.8 35.5 37.6 43.5 34.6 27.4 25.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 15.0 19.8 0.1 49.1 1.1 0.2 1.6 1.7 54.0 26.8 0.6 0.5 Delay (s) 61.7 44.7 11.7 79.3 27.4 23.0 37.1 39.3 97.5 61.4 28.0 26.4 Level of Service E D B E C C D D F E C C Approach Delay (s) 46.5 30.8 69.5 39.0 Approach LOS D C E D HCM Average Control Delay 46.6 HCM Level of Service D HCM Volume to Capacity ratio 1.01 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 20.0 Intersection Capacity Utilization 105.3% ICU Level of Service G

EXISTING 17: WALDIE & JAMES SNOW AM PEAK HOUR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 238 0 112 0 0 0 5 600 0 0 862 19 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 Flt Protected 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1599 1800 3438 3428 Flt Permitted 0.95 1.00 0.27 1.00 1.00 Satd. Flow (perm) 1805 1599 514 3438 3428 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 259 0 122 0 0 0 5 652 0 0 937 21 RTOR Reduction (vph) 0 0 83 0 0 0 0 0 0 0 1 0 Lane Group Flow (vph) 259 0 39 0 0 0 5 652 0 0 957 0 Confl. Peds. (#/hr) 4 4 Heavy Vehicles (%) 0% 0% 1% 2% 2% 2% 0% 5% 2% 2% 5% 0% Turn Type custom custom Perm Protected Phases 2 6 Permitted Phases 4 4 2 Actuated Green, G (s) 19.7 19.7 66.3 66.3 66.3 Effective Green, g (s) 19.7 19.7 66.3 66.3 66.3 Actuated g/c Ratio 0.20 0.20 0.66 0.66 0.66 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 356 315 341 2279 2273 v/s Ratio Prot 0.19 c0.28 v/s Ratio Perm c0.14 0.02 0.01 v/c Ratio 0.73 0.12 0.01 0.29 0.42 Uniform Delay, d1 37.6 33.1 5.7 7.0 7.9 Progression Factor 1.00 1.00 1.00 1.00 0.88 Incremental Delay, d2 7.2 0.2 0.1 0.3 0.5 Delay (s) 44.9 33.2 5.8 7.3 7.5 Level of Service D C A A A Approach Delay (s) 41.1 0.0 7.3 7.5 Approach LOS D A A A HCM Average Control Delay 13.8 HCM Level of Service B HCM Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 46.8% ICU Level of Service A

EXISTING 20: TRUDEAU & JAMES SNOW AM PEAK HOUR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 237 0 50 0 0 0 7 815 0 0 818 55 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 0.99 Flt Protected 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1583 1801 3471 3409 Flt Permitted 0.95 1.00 0.27 1.00 1.00 Satd. Flow (perm) 1805 1583 520 3471 3409 Peak-hour factor, PHF 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 258 0 54 0 0 0 8 886 0 0 889 60 RTOR Reduction (vph) 0 0 43 0 0 0 0 0 0 0 3 0 Lane Group Flow (vph) 258 0 11 0 0 0 8 886 0 0 946 0 Confl. Peds. (#/hr) 3 3 Heavy Vehicles (%) 0% 0% 2% 2% 2% 2% 0% 4% 2% 2% 5% 0% Turn Type custom custom Perm Protected Phases 2 6 Permitted Phases 4 4 2 Actuated Green, G (s) 19.7 19.7 66.3 66.3 66.3 Effective Green, g (s) 19.7 19.7 66.3 66.3 66.3 Actuated g/c Ratio 0.20 0.20 0.66 0.66 0.66 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 356 312 345 2301 2260 v/s Ratio Prot 0.26 c0.28 v/s Ratio Perm c0.14 0.01 0.02 v/c Ratio 0.72 0.03 0.02 0.39 0.42 Uniform Delay, d1 37.6 32.5 5.8 7.6 7.9 Progression Factor 1.00 1.00 0.70 0.62 1.00 Incremental Delay, d2 7.1 0.0 0.1 0.5 0.6 Delay (s) 44.8 32.5 4.2 5.2 8.4 Level of Service D C A A A Approach Delay (s) 42.6 0.0 5.2 8.4 Approach LOS D A A A HCM Average Control Delay 12.1 HCM Level of Service B HCM Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 46.7% ICU Level of Service A

EXISTING 6: MAIN & JAMES SNOW AM PEAK HOUR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 1092 594 286 69 142 52 276 998 161 210 414 380 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 7.0 7.0 7.0 7.0 6.0 7.0 6.0 7.0 7.0 Lane Util. Factor 0.97 1.00 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Frpb, ped/bikes 1.00 1.00 0.98 1.00 0.99 1.00 1.00 1.00 1.00 0.98 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.96 1.00 0.98 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3433 1881 1558 1733 3357 1769 3348 1752 3252 1514 Flt Permitted 0.95 1.00 1.00 0.42 1.00 0.32 1.00 0.16 1.00 1.00 Satd. Flow (perm) 3433 1881 1558 765 3357 604 3348 296 3252 1514 Peak-hour factor, PHF 1.00 0.92 0.92 0.92 0.92 0.92 0.92 1.00 0.92 1.00 0.92 0.92 Adj. Flow (vph) 1092 646 311 75 154 57 300 998 175 210 450 413 RTOR Reduction (vph) 0 0 136 0 39 0 0 14 0 0 0 311 Lane Group Flow (vph) 1092 646 175 75 172 0 300 1159 0 210 450 102 Confl. Peds. (#/hr) 6 2 2 6 2 2 Heavy Vehicles (%) 2% 1% 2% 4% 2% 4% 2% 6% 2% 3% 11% 5% Turn Type Prot Perm Perm pm+pt pm+pt Perm Protected Phases 7 4 8 5 2 1 6 Permitted Phases 4 8 2 6 6 Actuated Green, G (s) 25.0 43.5 43.5 13.5 13.5 43.5 31.0 31.4 24.9 24.9 Effective Green, g (s) 25.0 43.5 43.5 13.5 13.5 43.5 31.0 31.4 24.9 24.9 Actuated g/c Ratio 0.25 0.43 0.43 0.13 0.13 0.43 0.31 0.31 0.25 0.25 Clearance Time (s) 5.0 7.0 7.0 7.0 7.0 6.0 7.0 6.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 850 810 671 102 449 405 1028 186 802 373 v/s Ratio Prot c0.32 c0.34 0.05 c0.09 c0.35 0.07 0.14 v/s Ratio Perm 0.11 0.10 0.23 0.28 0.07 v/c Ratio 1.28 0.80 0.26 0.74 0.38 0.74 1.13 1.13 0.56 0.27 Uniform Delay, d1 38.0 24.9 18.4 42.0 39.9 20.5 35.0 32.6 33.3 30.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 137.1 5.5 0.2 23.8 0.5 7.1 70.1 104.9 2.8 1.8 Delay (s) 175.1 30.4 18.6 65.8 40.5 27.7 105.1 137.6 36.1 32.5 Level of Service F C B E D C F F D C Approach Delay (s) 105.7 47.1 89.3 54.6 Approach LOS F D F D HCM Average Control Delay 86.1 HCM Level of Service F HCM Volume to Capacity ratio 1.05 Actuated Cycle Length (s) 101.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 103.5% ICU Level of Service G

EXISTING 9: DERRY & FIFTH AM PEAK HOUR Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Volume (vph) 45 2287 41 13 463 26 28 43 35 285 154 38 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.93 1.00 0.97 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1805 3529 1805 3110 1805 1730 1787 1798 Flt Permitted 0.45 1.00 0.06 1.00 0.53 1.00 0.70 1.00 Satd. Flow (perm) 864 3529 117 3110 1004 1730 1320 1798 Peak-hour factor, PHF 0.92 1.00 0.92 0.92 0.92 0.92 0.92 0.92 0.92 1.00 0.92 0.92 Adj. Flow (vph) 49 2287 45 14 503 28 30 47 38 285 167 41 RTOR Reduction (vph) 0 1 0 0 4 0 0 7 0 0 9 0 Lane Group Flow (vph) 49 2331 0 14 527 0 30 78 0 285 199 0 Heavy Vehicles (%) 0% 2% 2% 0% 16% 0% 0% 2% 3% 1% 0% 13% Turn Type Perm Perm Perm Perm Protected Phases 2 6 8 4 Permitted Phases 2 6 8 4 Actuated Green, G (s) 65.0 65.0 65.0 65.0 21.0 21.0 21.0 21.0 Effective Green, g (s) 65.0 65.0 65.0 65.0 21.0 21.0 21.0 21.0 Actuated g/c Ratio 0.65 0.65 0.65 0.65 0.21 0.21 0.21 0.21 Clearance Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 562 2294 76 2022 211 363 277 378 v/s Ratio Prot c0.66 0.17 0.05 0.11 v/s Ratio Perm 0.06 0.12 0.03 c0.22 v/c Ratio 0.09 1.02 0.18 0.26 0.14 0.21 1.03 0.53 Uniform Delay, d1 6.5 17.5 7.0 7.4 32.2 32.7 39.5 35.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 22.9 5.3 0.3 0.3 0.3 61.7 1.3 Delay (s) 6.8 40.4 12.2 7.7 32.5 33.0 101.2 36.4 Level of Service A D B A C C F D Approach Delay (s) 39.7 7.8 32.8 73.9 Approach LOS D A C E HCM Average Control Delay 39.3 HCM Level of Service D HCM Volume to Capacity ratio 1.02 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 14.0 Intersection Capacity Utilization 99.5% ICU Level of Service F