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Home My WebLink AboutCA Agenda - 2024-02-201 KiTc�ivER Committee of Adjustment Agenda Tuesday, February 20, 2024, 10:00 a. m. -12:00 p.m. Council Chambers City of Kitchener 200 King Street W, Kitchener, ON N2G 4G7 (Pursuant to the Planning Act, R.S.O. 1990, c.P. 13, as amended, and Ontario Regulations 197/96 and 200/96, as amended) TAKE NOTICE THAT the Committee of Adjustment for the City of Kitchener will meet in Council Chambers, 2nd Floor, Kitchener City Hall, 200 King Street West, on TUESDAY, FEBRUARY 20, 2024, commencing at 10:00 a.m. for the purpose of hearing the following applications for Minor Variance and/or Consent. Applicants or Agents must attend in support of the application. This is a public meeting. Anyone having an interest in any of these applications may make an oral submission at the meeting or provide a written submission for Committee consideration. Please note this is a public meeting and will be livestreamed and archived at www.kitchener.ca/watchnow. The complete agenda, including staff reports will be available online the Friday prior to the week of the meeting date. Pages 1. COMMENCEMENT 2. MINUTES 3. DISCLOSURE OF PECUNIARY INTEREST AND THE GENERAL NATURE THEREOF Members of Council and members of the City's local boards/committees are required to file a written statement when they have a conflict of interest. If a conflict is declared please visit www.kitchener.ca/conflict to submit your written form. 4. APPLICATIONS FOR MINOR VARIANCE AND/ OR CONSENT PURSUANT TO THE PLANNING ACT 5. NEW BUSINESS 5.1 A 2024-012 - 628 New Dundee Road, DSD -2024-086 4 Requesting minor variances to permit a parking rate of 1.17 spaces per dwelling (247 off-street parking spaces) rather than the minimum required 1.5 required spaces (317 off-street parking spaces); and, to provide 10% of the required visitor parking spaces (25 off-street parking spaces) rather than the required 20% visitor parking required (64 off- street parking spaces) to facilitate construction of a mixed use development having 211 dwelling units, currently subject to Site Plan Application SP23/053/N/ES. 5.2 A 2024-013 - 49 Madison Avenue North, DSD -2024-069 127 Requesting minor variances to permit a reduced lot width of 14.2m rather than the minimum required 15m; a reduced rear yard setback of 6.5m rather than the required 7.5m; to permit a multiple dwelling containing 5 - units to have 1 off-street parking space rather than the required 5 off- street parking spaces; and, to allow a multiple dwelling to have no pedestrian entrance on the street line facade rather than the required one pedestrian entrance; to facilitate the construction of a rear yard addition and conversion of a single detached dwelling into a multi -residential dwelling with 5 dwelling units. 5.3 A 2024-014 - 132 Memer Avenue, DSD -2024-079 140 Requesting minor variances to permit a lot width of 12.8m rather than the minimum required 13.1m; having a side yard abutting Krug Street of 1.57m rather than the required 4.5m; having a southerly side yard setback of 1.07m rather than the required 1.2m; having 2 of the required off-street parking spaces located 5.2m from the street line rather than the required 6m setback; having a rear yard setback of 4.36m rather than the required 7.5m; and, to allow one of the required parking spaces to be 2.6m wide by 5.2m long, rather than the required 2.6m wide by 5.5m long to facilitate the conversion of a duplex to a triplex. 5.4 A 2024-015 - 50 Mountain Mint Crescent, DSD -2024-082 149 Requesting a minor variance to permit a minimum lot width of 9.6m rather than the minimum required 13.1 m to facilitate the development of an Additional Dwelling Unit (ADU) (Detached) in the rear yard of the existing Single Detached Dwelling. 5.5 A 2024-016 - 962 Guelph Street, DSD -2024-085 157 Requesting a minor variance to permit a "Pet Aquamation" use as a permitted use in the'General Industrial Zone (M-2)' to facilitate the reuse of the existing building for a use not currently permitted in the 'M-2' Zone. Page 2 of 172 5.6 B 2024-003 -140 Highland Road East, DSD -2024-075 164 Requesting permission to create a triangular-shaped easement having a length of 13m along Spadina Road East, a width of 7.6m along the shared property line between 140 Highland Road East and 270 Spadina Road East, and an area of 40.2 sq.m. for the purposes of access in favour of and to 270 Spadina Road East. 6. ADJOURNMENT 7. PLANNING ACT INFORMATION • Additional information is available at the Legislated Services Department, 2nd Floor, Kitchener City Hall, 200 King Street West, Kitchener 519-741-2203 or by emailing CofA(a)kitchener.ca. • Copies of written submissions/public agencies' comments are available the Friday afternoon prior to the meeting on the City of Kitchener website www.kitchener.ca/meetings in the online Council and Committee calendar; see the meeting date for more details. • Anyone having an interest in any of these applications may attend this meeting. • Only the Applicant, Minister, specified person (as defined in Section 1 of the Planning Act) or public body that has an interest in the matter has the right to appeal of decisions of the Committee of Adjustment. These parties must make written submissions to the Committee prior to the Committee granting or refusing Provisional Consent otherwise, the Ontario Land Tribunal (OLT) may dismiss the appeal. Any personal information received in relation to this meeting is collected under the authority s. 28(2) of the Planning Act, R.S.O. 1990, c. P.13, and will be used by the City of Kitchener to process Committee of Adjustment applications. Questions about the collection of information should be directed to Mariah Blake at mariah.blake(a)-kitchener.ca. If you wish to be notified of a decision, you must make a written request to the Secretary -Treasurer, Committee of Adjustment, Kitchener City Hall, 200 King St. W., Kitchener ON, N2G 4G7. The Notice of Hearing for this meeting was published in the Record on the 2nd day of February, 2024. Mariah Blake Secretary -Treasurer Committee of Adjustment Page 3 of 172 Staff Report Develo n7ent Services Deoartr7ent REPORT TO: Committee of Adjustment DATE OF MEETING: February 20, 2024 L www. kitchener ca SUBMITTED BY: Tina Malone -Wright, Manager, Development Approvals 519-741-2200 ext. 7765 PREPARED BY: Eric Schneider, Senior Planner, 519-741-2200 ext. 7843 WARD(S) INVOLVED: Ward 4 DATE OF REPORT: February 8, 2024 REPORT NO.: DSD -2024-086 SUBJECT: Minor Variance Application A2024-012 628 New Dundee Road RECOMMENDATION: That Minor Variance Application A2024-012 for 628 New Dundee Road requesting relief from the following Sections of Zoning By-law 85-1: i) Section 6.1.2 a) to permit a parking requirement of 1.17 parking spaces per dwelling unit (247 parking spaces) instead of the minimum required 1.5 parking spaces per dwelling unit (317 parking spaces); and ii) Section 6.1.2 b) to permit a visitor parking requirement of 25 parking spaces (10% of required) instead of the minimum required 64 parking spaces (20% of the required parking); to facilitate the development of a townhouse development having 211 dwelling units, in accordance with Site Plan Application SP23/053/N/ES, BE APPROVED. REPORT HIGHLIGHTS: • The purpose of this report is to review an application for minor variances to facilitate the development of a 211 -unit multiple dwelling development. • There are no financial implications. • Community engagement included a notice sign being placed on the property advising that a Committee of Adjustment application has been received, notice of the application was mailed to all property owners within 30 metres of the subject property and this report was posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. • This report supports the delivery of core services. *** This information is available in accessible formats upon request. *** Please call 519-741-2345 or TTY 1-866-969-9994 for assistance. Page 4 of 172 BACKGROUND: The subject property is located at the northwest intersection of New Dundee Road and Robert Ferrie Drive. The site has frontage on the north side to Blair Creek Drive. The subject lands currently contain a single detached dwelling and two structures previously used for agricultural operations. Figure 1: Location of Subject Property The subject property is identified as `Neighbourhood Node' on Map 2 — Urban Structure and is designated `Mixed Use' on Map 3 — Land Use in the City's 2014 Official Plan. The property is zoned `Neighbourhood Shopping Centre Zone (C-2) with Special Regulation Provision 492U and Special Use Provision 387U' in Zoning By-law 85-1. Special Use Provision 387 states that "Notwithstanding Section 8.1 of this By-law, within the lands zoned Neighbourhood Shopping Centre Zone (C-2) the following uses shall also be permitted: Cluster Townhouse Dwelling, Duplex Dwelling, Multiple Dwelling, Religious Institution, Retirement Home, and Street Townhouse Dwelling." Page 5 of 172 Figure 2: View of Subject Lands, Intersection of New Dundee Road and Robert Ferrie Drive (January 31, 2024) The purpose of the application is to facilitate the redevelopment of the lands with a townhouse development containing 210 units within eleven (11) buildings. The existing single detached dwelling (heritage building) is proposed be relocated on site, bringing the total amount of units to 211. Site Plan Application SP23/053/N/ES was granted Conditional Approval on September 22, 2023. Heritage Permit HPA-2023-IV-30 is currently under review. Page 6 of 172 Figure 3: Site Plan SP23/053/N/ES (Conditional Approval) REPORT: Planning Comments: In considering the four tests for the minor variances as outlined in Section 45(1) of the Planning Act, R.S.O, 1990 Chap. P 13, as amended, Planning staff offers the following comments: General Intent of the Official Plan The subject lands are designated `Mixed Use' in the City's Official Plan. The intent of this designation is to allow for an appropriate and compatible mix and range of commercial, institutional, retail, and residential uses. It is intended to be flexible and responsive to land use pattern changes and demands. Lands designated Mixed Use are intended to be transit -supportive, walkable, and integrated and interconnected with other areas of the city. The requested variance for reduction in parking supports a range of transportation options for future users and contributes to an appropriate Mixed Use form of development. Planning Staff are of the opinion that the requested variance meets the general intent of the Official Plan. General Intent of the Zoning By-law The intent of the regulations that require 1.5 parking spaces per unit and 20% visitor parking is to ensure there is adequate storage for motor vehicles on site. These required rates are based on Zoning By-law 85-1, the current zoning on the site. The applicant is Page 7 of 172 ■■■■■EM■■■■■■■■■ ��■e�e�e�e�.�e��Pe; YIII—iiiiNill l_i_a,.1r�e�e�e�e�e�e��ele�ee�e®ee��e..eee�e�e�e�np■i_:�:ai:=...�� lilt--illi viii liII IN ilei iiiiIgie iiii illi ii illi Ziwiliwwa� iiw�iwriwli—r �l�YlF".��I "a — 'i a "l.a.� i�Www s1E11111111l:I�. •ate . lJFa � - `:=wliwaiwiiwlir,. .. .j -� :,--l.i:!`J�i-.loam`! _ 'illlll�■ME 'i�l�llllll■IS�II�IIAi� � l MOEM ENi■1111��1111111� ��Iliillllllllllaillh��l©111©1111 nowr _ I+y ':►, "''� Illlllli""iliiilllllllii"iiilllllllliilll �� IIIIIIA- IAIIl�l1 . �'Inlln `' _ �IEmilIIsoon w —��■I�f111Wll�li��11■1 i% 1 1��` `` �!MIIIIY��111 1 eA F �"`�• •"•!� —Ili —ILII —1�1�� rrp cell Illi Ilii III elll Ilil + I !I MEN MMUMM"U"Imul Figure 3: Site Plan SP23/053/N/ES (Conditional Approval) REPORT: Planning Comments: In considering the four tests for the minor variances as outlined in Section 45(1) of the Planning Act, R.S.O, 1990 Chap. P 13, as amended, Planning staff offers the following comments: General Intent of the Official Plan The subject lands are designated `Mixed Use' in the City's Official Plan. The intent of this designation is to allow for an appropriate and compatible mix and range of commercial, institutional, retail, and residential uses. It is intended to be flexible and responsive to land use pattern changes and demands. Lands designated Mixed Use are intended to be transit -supportive, walkable, and integrated and interconnected with other areas of the city. The requested variance for reduction in parking supports a range of transportation options for future users and contributes to an appropriate Mixed Use form of development. Planning Staff are of the opinion that the requested variance meets the general intent of the Official Plan. General Intent of the Zoning By-law The intent of the regulations that require 1.5 parking spaces per unit and 20% visitor parking is to ensure there is adequate storage for motor vehicles on site. These required rates are based on Zoning By-law 85-1, the current zoning on the site. The applicant is Page 7 of 172 proposing 1.17 parking spaces per unit and 10% visitor parking, which meet and exceed the standards in Zoning By-law 2019-051. Staff consider the rates in Zoning By-law 2019- 051 to be appropriate for new land development on the subject lands, as they are updated rates based on provision of alternative transportation options, such as active transportation and public transit. For active transportation, the applicant is proposing to provide 106 Class `A' Bicycle storage spaces, not required in By-law 85-1 but would be required if the site were within By-law 2019-051. In regards to public transit, the site is well served by transit as it is located along Regional Road New Dundee Road. The site would include a future transit pad for Grand River Transit bus routes located adjacent to the site at the intersection of Robert Ferrie Drive and Blair Creek Drive. The rate will provide vehicle storage at a rate of greater than one (1) space per dwelling unit, in addition to 25 visitor parking spaces. Staff are of the opinion that the proposed parking rate will be sufficient to provide vehicle storage on site. Therefore, Staff are of the opinion that the requested reduction in required parking and visitor parking meets the general intent of the Zoning By- law. Is/Are the Effects of the Variance(s) Minor? Staff are of the opinion that the effects of the requested variance are minor, as sufficient vehicle storage can be provided on site for both residents and visitors. Is/Are the Variance(s) Desirable For The Appropriate Development or Use of the Land, Building and/or Structure? The lands are located in a neighbourhood node and are well connected to transit and future active transportation routes. The requested variance for reduction in vehicle parking is desirable and appropriate for the development of the lands. Environmental Planning Comments: No natural heritage concerns. Tree management will be addressed through Site Plan Application SP23/053/N/ES. Heritage Planning Comments: Heritage Permit Application HPA-2023-IVVV30 is currently under review. No concerns with the variances to permit a reduced parking requirement. Building Division Comments: The Building Division has no objections to the proposed variance. Engineering Division Comments: No engineering concerns. Parks/Operations Division Comments: No parks/operations concerns or comments. Transportation Planning Comments: On August 23, 2023, a Site Plan Review Committee meeting was held and Transportation Services supported the same reduced tenant and visitor parking ratios being sought in this application. It should be noted that a Traffic Impact Study was submitted (July 14, 2023) by GHD Limited and reviewed by Transportation Services. Page 8 of 172 Region of Waterloo Comments: No concerns. STRATEGIC PLAN ALIGNMENT: This report supports the delivery of core services. FINANCIAL IMPLICATIONS: Capital Budget — The recommendation has no impact on the Capital Budget. Operating Budget — The recommendation has no impact on the Operating Budget. COMMUNITY ENGAGEMENT: INFORM — This report has been posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. A notice sign was placed on the property advising that a Committee of Adjustment application has been received. The sign advises interested parties to find additional information on the City's website or by emailing the Planning Division. A notice of the application was mailed to all property owners within 30 metres of the subject property. PREVIOUS REPORTS/AUTHORITIES: • Planning Act • Provincial Policy Statement (PPS 2020) • A Place to Grow: Growth Plan for the Greater Golden Horseshoe, 2020 • Regional Official Plan • Official Plan (2014) • Zoning By-law 85-1 and 2019-051 • HPA-2023-IVVV30 ATTACHMENTS: Attachment A — Site Plan (Conditional Approval) Attachment B — Traffic Impact Study, GHD Limited (July 14, 2023) Page 9 of 172 C=) 00 C:) C:) CD CA 0 CD CD a) 0. IRMO! MIN 0 Cf) C) > m Li. 1p oil I W-0. CD MIM, m m P C. C/) ALI' 00 m C/) P, :EE i: i: 2: s 55 55 —2 E75 ZZ! Z:zz! A-9 -allsl-AA PQ Cf) RF -11A. E-4 Z CA) Z3 049 N 7 ET SZE'. 4s E-2 N Page e 10 0 V7 2 m; I1 i,ia . - C a � : � II :�N . I ane ■ ` i�� moi' = � .® .— I!I'.■!u■:ui ��. ti C=) 00 C:) C:) CD CA 0 CD CD a) 0. IRMO! MIN 0 Cf) C) > m Li. 1p oil I W-0. CD MIM, m m P C. C/) ALI' 00 m C/) P, :EE i: i: 2: s 55 55 —2 E75 ZZ! Z:zz! A-9 -allsl-AA PQ Cf) RF -11A. E-4 Z CA) Z3 049 N 7 ET SZE'. 4s E-2 N Page e 10 0 V7 2 GHD, M •• �!! . •sem Traffic Impact Study New Dundee Road 1000215769 Ontario Inc. 14 July 2023 -+ The Power of Commitment Executive summary GHD Limited was retained to prepare a Traffic Impact Study report for the proposed residential development located in the northwest corner of New Dundee Road and Robert Ferrie Drive in the City of Kitchener. This report determines the site related traffic and subsequent traffic related impacts on the adjacent road network during the weekday a.m. and p.m. peak hours. These impacts are based on the projected future background traffic and road network conditions derived for a 2030 future planning horizon year. A site plan was prepared by Turner Fleischer Architects Inc. and consists of 210 townhouse units provided within 11 3 - storey stacked townhouse units. Access to the subject site is proposed via two full -moves accesses. The first access is proposed to be located along New Dundee Road and will be offset to the west of the intersection with Reichert Drive. The second access is proposed to be located along Blair Creek Drive near the site's western limit. The study intersections reflect the agreed terms of reference for the study and include: ➢ New Dundee Road and Robert Ferrie Drive ➢ Robert Ferrie Drive and Blair Creek Drive ➢ New Dundee Road and Reichert Drive/proposed site access ➢ Blair Creek Drive and the proposed site access The proposed new development is expected to generate a total of 88 new two-way trips consisting of 21 inbound and 67 outbound trips during weekday a.m. peak hour and 111 new two-way trips consisting of 70 inbound and 41 outbound trips during the weekday p.m. peak hour. Under existing conditions, all study intersections are operating within capacity with all movements operating within capacity and no critical movements. Under 2030 future background traffic conditions, which includes the implementation of the roundabout at the intersection of New Dundee Road and Robert Ferrie Drive, the study intersections continue to operate with acceptable v/c ratios and levels of service with no reported critical movements. Under 2030 future total traffic conditions, with the addition of site generated traffic, all study intersections continue to operate with acceptable v/c ratios and levels of service with no reported critical movements. Based on the anticipated capacity analysis of the proposed roundabout, the intersection Reichert Road and the site access, it is GHD's opinion that the proposed access from the subject site to New Dundee Road will not negatively impact the future operation of the roundabout. Application of the current City of Kitchener By -Law parking rates to the subject site results in a requirement of 315 vehicle parking space and 8 barrier free spaces. The subject site provides a total of 245 parking spaces for cars, a shortfall of 70 parking spaces from the By-law requirement. However, the City of Kitchener's Zoning By-law 2019-051 is the newest of the City's Zoning By-laws. The By-law is gradually replacing Zoning By-law 85-1 and currently governs approximately 80% of the City's properties. The newest By-law provides a reduced minimum parking requirement from the older By -Law in addition to providing a maximum parking requirement. Under the newest City By-law, the subject site would be required to provide a minimum of 231 vehicle parking spaces, and up to a maximum of 294 vehicle parking spaces (inclusive of visitor parking spaces). The proposed parking supply for the subject site satisfies the proposed new Zoning By-law 2019-051. Under the newt City By-law, the subject site would be required to provide a minimum of 105 Class A bicycle parking spaces and 6 Class B parking spaces. The proposed site plan provides for a total of 105 Class A bicycle parking spaces and 6 Class B bicycle parking spaces to satisfy the zoning requirements. _► The Power on�2`6� 172 ii The subject site is also proposing 20% of the total parking supply be EV ready for a total of 50 parking spaces. A series of Transportation Demand Management (TDM) measures are proposed for the site to reduce dependency on single -occupancy vehicle trips by encouraging residents to explore alternative modes of transportation. These measures include: ➢ Improved pedestrian and cycling connectivity to the municipal networks, to make it easy and safe for people to walk or bike to their destination. ➢ Communication strategy and information packages. These measures will not only help reduce traffic congestion and air pollution, but also promote a healthier and more active lifestyle for the residents. The reduced parking rate will also encourage residents to use public transit. A Vehicle Swept Path Analysis was undertaken to assess the site's ability to accommodate the required turning movements of an emergency vehicle and a Molok waste collection truck as per TAC design guidelines and confirmed that the site can sufficiently accommodate the aforementioned design vehicles. -► The Power o n�Tbf 172... We trust that this satisfies your requirements, but do not hesitate to contact the undersigned if you have any questions. OfESSIO& Sincerely, 1Q'e¢ �tF� GHD X2`4 July 14, 2023 fi William Maria, P. Eng. 7ti „ YILC• 4 Transportation Planning Lead -► The Power o n�Wbf 172'v Contents 1. Introduction 7 1.1 Retainer and Objective 7 1.2 Study Team 7 2. Site Characteristics 8 2.1 Study Area 8 2.2 Proposed Development Content 8 3. Existing Conditions 10 3.1 Existing Road Network 10 3.2 Pedestrian and Bicycle Routes 11 3.3 Transit Services 11 3.4 Existing Traffic Data 12 4. Future Background Traffic 13 4.1 Study Horizon Year 13 4.2 Corridor Growth 14 4.3 Background Development Traffic 14 4.4 New Dundee Road and Robert Ferrie Drive Roundabout 14 4.5 Future Background Traffic Volumes 15 5. Site Generated Traffic 16 5.1 Site Traffic Generation 16 5.2 Site Traffic Distribution and Assignment 16 6. Future Total Traffic 17 7. Capacity Analysis 18 7.1 New Dundee Road and Robert Ferrie Drive 19 7.2 New Dundee Road and Reichert Drive 20 7.3 Robert Ferrie Drive and Blair Creek Drive 21 7.4 New Dundee Road and Site Access 1 22 7.5 Blair Creek Drive and Site Access 2 22 8. Roundabout -Access Assessment Error! Bookmark not defined. 9. Parking Review 23 9.1 Existing City of Kitchener Zoning By-law 23 9.1.1 Vehicular Parking 23 9.1.2 Accessible Parking 23 9.2 Proposed Site Parking 23 9.3 Parking Assessment 24 9.4 Ontario's Five Year Climate Change Action Plan 24 9.5 City of Kitchener's Zoning By-law 2019-051 25 9.5.1 Bicycle Parking Requirement 25 10. Travel Demand Management 26 _► The Power o nPT6f 172 v 10.1 Travel Demand Management 26 10.2 Existing TDM Opportunities 26 10.2.1 Walking and Cycling 26 10.2.2 Transit 26 10.3 Recommended TDM Measures 26 11. Vehicle Swept Path Analysis 27 12. Conclusion 27 Table Index Table 1 Estimated Site Trips.......................................................................................................... 16 Table 2 Directional Trip Distribution of Site Traffic (Residential)................................................... 16 Table 3 Capacity analysis of New Dundee Road and Robert Ferrie Drive (Signalized) ............... 19 Table 4 Capacity analysis of New Dundee Road and Robert Ferrie Drive (Roundabout) ............ 19 Table 5 Capacity analysis of New Dundee Road and Reicher Drive ............................................ 20 Table 6 Capacity analysis of Robert Ferrie Drive and Blair Creek Drive ....................................... 21 Table 7 Capacity analysis of New Dundee Road and Site Access 1 ............................................ 22 Table 8 Capacity analysis of Blair Creek Drive and Site Access 2 ............................................... 22 Table 9 Parking Requirements and Provisions............................................................................. 23 Table 10 Recommended TDM Strategies....................................................................................... 26 Figure Index Figure1 Site Location....................................................................................................................... 8 Figure2 Site Plan.............................................................................................................................. 9 Figure 3 Existing Lane Configurations............................................................................................ 10 Figure 4 Existing Sidewalks and Bicycle Routes............................................................................ 11 Figure 5 Existing Transit Routes and Transit Stops....................................................................... 12 Figure 6 Baseline 2023 Traffic Volumes......................................................................................... 13 Figure 7 New Dundee Road and Robert Ferrie Road Proposed Roundabout Design ................... 14 Figure 8 2028 Future Background Traffic Volumes........................................................................ 15 Figure9 Total Site Trips.................................................................................................................. 17 Figure 10 2028 Future Total Traffic Volumes................................................................................... 18 Appendices Appendix A Terms of Reference Appendix B Traffic Data Appendix C Transportation Tomorrow Survey 2016 Appendix D Synchro Outputs Appendix E AutoTURN Circulation Review -► The Power o n�Tbf 172v' 1. Introduction 1.1 Retainer and Objective GHD Limited was retained to prepare a Transportation Impact Study in support of a residential development located in generally to the northwest of the intersection of New Dundee Road and Robert Ferrie Drive in the City of Kitchener. The site location is illustrated in Figure 1. The purpose of this study is to: ➢ Establish baseline traffic conditions for the study area in 2023 and determine future background operating conditions for a future planning horizon in 2028. ➢ Utilizing Institute of Transportation Engineer's (ITE) Trip Generation data and first principles to estimate the site trips generated by the proposed development and distribute the traffic to the adjacent road network. ➢ Determine future operating traffic conditions during the weekday peek periods through intersection capacity analysis. ➢ Review the number of proposed parking spaces in accordance with the City of Kitchener's Zoning By-law. ➢ Provide a series of Travel Demand Management (TDM) measures to encourage residents to reduce dependencies on single occupancy vehicle trips. ➢ Review the swept path of the expected design vehicles for the subject site. The scope of work and terms of reference for the traffic study were confirmed with the City of Kitchener and Region of Waterloo via email correspondence. A copy of the correspondence is provided in Appendix A. 1.2 Study Team The GHD team involved in the preparation of the study are: • William Maria, P. Eng., Transportation Planning Lead • Rafael Andrenacci, B.Eng., Transportation Planner • Safder Haider, B.Eng., Transportation EIT GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 17 of 172 7 Blair Creek Drive Sinhipc is I Figure 1 Site Location 2. Site Characteristics 2.1 Study Area The study intersections reflect the agreed terms of reference for the study and include: ➢ New Dundee Road and Robert Ferrie Drive ➢ Robert Ferrie Drive and Blair Creek Drive ➢ New Dundee Road and Reichert Drive/proposed site access ➢ Blair Creek Drive and the proposed site access 2.2 Proposed Development Content A site plan was prepared by Turner Fleischer Architects Inc. and consists of a total of 210 stacked townhouse units Access to the subject site is proposed via two full -moves accesses. The first access is located along New Dundee Road directly opposite of Reichert Drive. The second full -moves access is located along Blair Creek Drive near the site's western limit. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 18 of 172 8 0000ao�rs;... �a�.a��88BBfl:�8��8BA88 +n ��eeee eee�eee� �ee� tr �''w•u��rS 5sA�rt wri�r�ww:uiwr.w•r•w r. 1-M! = Figure 2 Site Plan GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 19 of 172 9 3. Existing Conditions 3.1 Existing Road Network New Dundee Road is an east/west regional road under the jurisdiction of the Region of Waterloo. Within the study area it has a two-lane cross-section. Its intersection with Robert Ferrie Drive is signalized, with an auxiliary right -turn lane in the westbound direction and an auxiliary left -turn lane in the eastbound direction. Its intersection with Reichert Drive is unsignalized with an auxiliary left -turn lane in the westbound direction and the stop -control along the minor approach onto New Dundee Road. The posted speed limit along New Dundee Road is 80 km/h. Robert Ferrie Drive is a north/south major community collector road under the jurisdiction of the City of Kitchener. Within the study area it has a two-lane cross-section. Its intersection with New Dundee Road is signalized with a left - turn lane and an auxiliary right -turn lane in the southbound direction. Its intersection with Blair Creek Drive is unsignalized with a stop -control along the minor approach onto Robert Ferrie Drive. The posted speed limit along Robert Ferrie Drive is 40 km/h. Reichert Drive is a north/south local road under the jurisdiction of the City of Kitchener. Within the study area it has a two-lane cross-section. Its intersection with New Dundee Road is unsignalized with a stop -control along the minor approach onto New Dundee Road. The posted speed limit along Reichert Drive is 80 km/h. Blair Creek Drive is an east/west major community collector road under the jurisdiction of the City of Kitchener. Within the study area it has a two-lane cross-section. Its intersection with Robert Ferrie Drive is unsignalized with a stop - control along the minor approach onto Robert Ferrie Drive. The assumed posted speed limit along Blair Creek Drive is 50 km/h. The existing lane configurations at the study intersections is provided in the figure below. Blair Creep Drive m Subject Site I ( ILL ; 00 � I I- i - - - - - - - - - - - - i T New Dundee Road >= T �y L Legend Stc)p-Controlled Intersection i Signalized Intersection Figure 3 Existing Lane Configurations GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 10 Page 20 of 172 3.2 Pedestrian and Bicycle Routes Sidewalks are provided on both sides of the road along only Robert Ferrie Drive and Blair Creek Drive throughout the study area. There are no sidewalks along either New Dundee Road or Reichert Drive. A bike lane is only provided along Blair Creek Drive to the east of Robert Ferrie Drive. The existing pedestrian and cycling amenities are illustrated in the following figure. M A am ?I ow A 1� Figure 4 Existing Sidewalks and Bicycle Routes 3.3 Transit Services Within the study area, Grand River Transit (GRT) only provides service along Route 36. The route operates between the Conestoga College Doon Campus in the east and the roundabout at Robert Ferrie Drive and Evens Pond Crescent/South Creek Drive to the west. Along the study area road network, the route operates in the east/west direction along New Dundee to/from the east, and in the north/south direction along Robert Ferrie Drive to/from the north. The route operates with a 30 -minute headway throughout the day. The nearest transit stop is located along Robert Ferrie Drive at Blair Creek Drive for both directions as shown in Figure 5. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 11 Page 21 of 172 Figure 5 Existing Transit Routes and Transit Stops 3.4 Existing Traffic Data GHD contracted Spectrum Traffic Solutions Inc. to collect updated turning movement counts at all existing study intersections. The baseline 2023 traffic volumes for the a.m. and p.m. peak hours are summarized in Figure 6 with the updated counts conducted by Spectrum Traffic Solutions Inc. provided in Appendix B. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 12 Page 22 of 172 Figure 6 Baseline 2023 Traffic Volumes 4. Future Background Traffic 4.1 Study Horizon Year A future horizon year of 2028 was selected for the analysis of future traffic conditions, generally corresponding with the Region's Transportation Impact Study Guidelines of five years from the date of the Traffic Impact Study. The horizon year was agreed and confirmed in the terms of reference with City and Region staff. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 13 Page 23 of 172 Robert Ferrie Drive /A (7) (179) (8) R 5 (7) N � 3 280 2 + 4 (2) a Y m it y R it 17 (11) Y m (5) 5 71 R T a �R R (3) 5 + 37 102 6 0c --------------------------------------------------------------------------------------- I I (68) 111 V ; ; (109) (292) (24) I I I I Subject ; ; ; ; I Site ; ; I I -------------------------------------------------------------------------------------1 (93) s ; (167) 0 F 195 (408) 112 299 R 87 (276) 0 c it 112 (103) it V E 177 (420) a s v (297) 256 R 71 (141) 53 71 a 3 3 ® Z (4) 1 311 2 65 (256) 283 4 a z LEGEND (5) (101) XX AM Peak HourVolumes (XX) PM Peak Hour Volumes 7 Traffic Signal Reichert Drive Figure 6 Baseline 2023 Traffic Volumes 4. Future Background Traffic 4.1 Study Horizon Year A future horizon year of 2028 was selected for the analysis of future traffic conditions, generally corresponding with the Region's Transportation Impact Study Guidelines of five years from the date of the Traffic Impact Study. The horizon year was agreed and confirmed in the terms of reference with City and Region staff. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 13 Page 23 of 172 4.2 Corridor Growth As directed by both City and Region staff, GHD applied a 2% growth to all turning movement counts to account for general corridor growth along with the study area roadways. 4.3 Background Development Traffic City staff indicated to GHD that there are currently no proposed developments located near the study area that would contribute additional traffic volumes to the study intersections. 4.4 New Dundee Road and Robert Ferrie Drive Roundabout A new roundabout is proposed at the intersection of New Dundee Road and Robert Ferrie Drive. At the time of the study, the project is at a detailed design stage with construction expected to being in Spring 2024 with an anticipated completion date in Fall 2024. The roundabout has been included in the analysis of the 2028 horizon year. The current design includes two lanes in the eastbound/westbound direction and one lane in the northbound/southbound direction. The east and west approaches consist of a through lane and a through/right or through/left, depending on the approach. The north approach consists of a left -turn and a right -turn lane. The proposed design obtained from the Engage Waterloo website is provided in Figure 7. Figure 7 New Dundee Road and Robert Ferrie Road Proposed Roundabout Design GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 14 Page 24 of 172 4.5 Future Background Traffic Volumes The background traffic volumes for the 2028 horizon year were derived by applying the aforementioned growth rates to the study area road network. The resulting 2028 future background traffic volumes are summarized in Figure 8. i i i i i i i i i i i Proposed Site Access at New Dundee Road M 0 m m V c 0 3 a z LEGEND XX AM Peak Flour Volumes (XX) PM Peak Hour Volumes Traffic Signal Roundabout Intersection + 215 (464) IC 124 (0) (328) 283 3 R A (4) 1 a 2 72 (6) (112) Reichert Drive Figure 8 2028 Future Background Traffic Volumes (103) (184) 124 330 R 96 (305) IC % E 195 (464) (156) 59 71 (283) 312 4 a GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 15 Page 25 of 172 Robert Ferrie Drive f■ !jIV (8) (198) (9) R 6 (8) 3 309 2 E 4 (2) E 49 (130) 9 4 it 9 19 (12) (84) 134 4 i (6) 6 71 R T A (3) 6 4 41 113 7 (75) 123 it (120) (322) (26) Proposed Site Access at Blair i i i i i i i i i i i Proposed Site Access at New Dundee Road M 0 m m V c 0 3 a z LEGEND XX AM Peak Flour Volumes (XX) PM Peak Hour Volumes Traffic Signal Roundabout Intersection + 215 (464) IC 124 (0) (328) 283 3 R A (4) 1 a 2 72 (6) (112) Reichert Drive Figure 8 2028 Future Background Traffic Volumes (103) (184) 124 330 R 96 (305) IC % E 195 (464) (156) 59 71 (283) 312 4 a GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 15 Page 25 of 172 5 Site Generated Traffic 5.1 Site Traffic Generation The proposed residential development consists of a total of 210 stacked townhouse units. Trip generation for the residential component was calculated using rates provided in the Institute of Transportation Engineer's (ITE) Trip Generation Manual, 11 th Edition using Land Use Code (LUC) 220 (Multifamily Housing — Low -Rise) for all 210 residential dwelling units. GHD compared the average rates to the fitted curve equation and adopted the rate that generated the highest volume of site trips for a more conservative analysis. No transit modal split reduction were applied to the ITE trip rates in addition to the transit split taken into consideration by the ITE rates in consideration of the limited transit options currently available in the area. Table 1 below summarizes the estimated trip generation for the proposed development Table 1 Estimated Site Trips The proposed development is expected to generate a total of 88 new two-way trips consisting of 21 inbound and 67 outbound trips during weekday a.m. peak hour and 111 new two-way trips consisting of 70 inbound and 41 outbound trips during the weekday p.m. peak hour. 5.2 Site Traffic Distribution and Assignment Site generated traffic for the residential development was distributed mainly based on a review of the existing travel patterns and confirmed with the 2016 Transportation Tomorrow Survey (TTS) data for residential trips for the study area and the adjacent zone. Site trips were mainly assigned to the east and west along New Dundee Road with some traffic also being assigned towards the south along Reichart Drive and the north along Robert Ferrie Drive to take into account that some traffic may go towards those directions. The directional split for the site traffic is provided in Table 2 with the full 2016 TTS data calculation sheets provided in Appendix C. The site generated traffic assignment to the study area road network for the weekday a.m. and p.m. peak hours provided in Figure 9. Table 2 Directional Trip Distribution of Site Traffic Inbound 5% 10% 45% 40% Outbound 5% Uses (Dwelling Parameters I WeekdayLand 25% Inbound 5% .. IUnits) In Out Total In 25% Low -Rise Residential Trip Ratio 24% 76% 100% 63% 1 37% 100% 210 units (LUC 220) Gross Trips 21 67 88 70 41 111 Total Primary Trips 21 67 1 88 70 41 111 The proposed development is expected to generate a total of 88 new two-way trips consisting of 21 inbound and 67 outbound trips during weekday a.m. peak hour and 111 new two-way trips consisting of 70 inbound and 41 outbound trips during the weekday p.m. peak hour. 5.2 Site Traffic Distribution and Assignment Site generated traffic for the residential development was distributed mainly based on a review of the existing travel patterns and confirmed with the 2016 Transportation Tomorrow Survey (TTS) data for residential trips for the study area and the adjacent zone. Site trips were mainly assigned to the east and west along New Dundee Road with some traffic also being assigned towards the south along Reichart Drive and the north along Robert Ferrie Drive to take into account that some traffic may go towards those directions. The directional split for the site traffic is provided in Table 2 with the full 2016 TTS data calculation sheets provided in Appendix C. The site generated traffic assignment to the study area road network for the weekday a.m. and p.m. peak hours provided in Figure 9. Table 2 Directional Trip Distribution of Site Traffic Inbound 5% 10% 45% 40% Outbound 5% 10% 60% 25% Inbound 5% 10% 60% 43% Outbound 5% 10% 25% 42% GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 16 Page 26 of 172 Figure 9 Total Site Trips 6. Future Total Traffic The future total traffic conditions in the weekday a.m. and p.m. peak hours for the 2028 planning horizon was derived by combining the projected future background traffic with the corresponding estimated site generated traffic. The resulting traffic volumes are presented in Figure 10. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 17 Page 27 of 172 Figure 10 2028 Future Total Traffic Volumes 7. Capacity Analysis The capacity analysis identifies how well the intersections and driveways are operating. The analysis contained within this report utilized the Highway Capacity Manual (HCM) 2000 procedure within the Synchro Version 10 Software package. The reported intersection volume -to -capacity ratios (v/c) are a measure of the saturation volume for each turning movement, while the levels -of -service (LOS) are a measure of the average delay for each turning movement. Queuing characteristics are reported as the predicted 95th percentile queue for each turning movement. Both pedestrian crossing volumes and heavy vehicle proportions are included in the analyses. The peak hour factors from the historic counts were used to analyze existing and future traffic conditions. Roundabout capacity analysis was analysed in the ARCADY 8 roundabout capacity software with a capacity adjustment (a -15 percent adjustment to the y -intercept of the capacity equation), as typically requested by the Town to account for a driver's unfamiliarity with roundabout operations. As drivers accustomed to roundabouts, the no y - intercept adjustment will provide a more realistic calculation of the expected capacity of the roundabout. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 18 Page 28 of 172 Robert Ferrie Drive R'V (11) (198) (9) R 6 (8) rY F 49 (130) 4 309 2 E 4 (2) r 3 (11) IL y y 1 9 19 (12) Y m f (84) 134; R a (8) 9 r R ♦ r (0) 0 31 0 10 (3) 6 4 43 113 7 m 0) (6) (79) 129 36 127) (322) (26) ----------------------------------------------------------------------------------------------------------------------------------------- Site Access at Blair Creek Drive Subject Site I Site Access at New Dundee Road (17) (18) (103) (188) g 17 40 It 9 (42) E 223 (485) 124 337 R 98 (312} m o c a c ® it 31 E 218 (456) It 124 (114) IL y E 203 (499) o' (18) 8 a (341) 316 4 R X (156) 59 qWe # c' 3 3 Z (332) 284 4 41 4 72 (296) 346 # s, z (13) (112) LEGEND XX AM Peak Hour Vo6umes Reichert Drive PM Peak Hour Volumes k7rafCic Signal Figure 10 2028 Future Total Traffic Volumes 7. Capacity Analysis The capacity analysis identifies how well the intersections and driveways are operating. The analysis contained within this report utilized the Highway Capacity Manual (HCM) 2000 procedure within the Synchro Version 10 Software package. The reported intersection volume -to -capacity ratios (v/c) are a measure of the saturation volume for each turning movement, while the levels -of -service (LOS) are a measure of the average delay for each turning movement. Queuing characteristics are reported as the predicted 95th percentile queue for each turning movement. Both pedestrian crossing volumes and heavy vehicle proportions are included in the analyses. The peak hour factors from the historic counts were used to analyze existing and future traffic conditions. Roundabout capacity analysis was analysed in the ARCADY 8 roundabout capacity software with a capacity adjustment (a -15 percent adjustment to the y -intercept of the capacity equation), as typically requested by the Town to account for a driver's unfamiliarity with roundabout operations. As drivers accustomed to roundabouts, the no y - intercept adjustment will provide a more realistic calculation of the expected capacity of the roundabout. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 18 Page 28 of 172 The analysis includes identification and required modifications and improvements (if any) at intersections where the addition of background growth or background growth plus site -generated traffic volumes causes the following: The criteria for identifying "critical" intersections are: • overall Level of Service E or F (i.e. average control delay per vehicle greater than 55 seconds) for signalized intersections; and • overall Level of Service E or F (i.e. average control delay per vehicle greater than 35 seconds) for unsignalized intersections. The criteria for identifying "critical" movements are: • the average control delay for individual movements is greater than 55 seconds; • estimated 95th percentile queue length for an exclusive movement exceeds the available storage space; • estimated 95th percentile queue length for an individual movement will block an existing access; • exclusive turning lanes are inaccessible because of queue lengths in adjacent through lanes; and • poor quality of service for non -auto modes (as per the assessment in 7.3 section in the Region's TIS Guidelines). The following tables summarize the HCM capacity results for the study intersections during the weekday a.m. and p.m. peak hours under existing (2023), future background (2028) and future total (2028) traffic conditions. The detailed calculation sheets are provided in Appendix D. 7.1 New Dundee Road and Robert Ferrie Drive Capacity analysis at this intersection during the weekday a.m. and p.m. peak hours for the existing condition is provided in Table 3 and for the proposed roundabout under the future background and future total traffic conditions in Table 4. Table 3 Existing 2023 Table 4 Future background 2028 (85% y -intercept) L of New Dundee Road and Robert Ferrie Drive Overall: 0.41 (C) 20 0.31 (B) 12 EBT = EBL = 0.08 (A) 8 EBL = 10 m EBT = 0.27 (A) 10 EBT = 40 m WBT = 0.25 (B) 18 WBT =35m WBR = 0.06 (B) 16 WBR = 10 m SBL = 0.63 (C) 34 SBL = 75 m SBR = 0.07 (C) 24 SBR = 15 m Overall: 0.46 (B) 19 EBL = 0.31 (B) 12 EBT = 0.25 (A) 10 WBT = 0.56 (C) 23 WBR = 0.27 (B) 18 SBL = 0.36 (C) 28 SBR = 0.06 (C) 24 of New Dundee Road and Robert Ferrie Drive EBL = 20 m EBT = 35 m WBT = 90 m WBR=30m SBL =45 m SBR =15m SB Robert Ferrie 0.24 A <25 m 0.17 A <25 m Drive EB New Dundee 0.20 A <25 m 0.23 A <25 m Road WB New Dundee I 0.14 A <25 m 0.39 A <25 m Road/ GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study 19 Page 29 of 172 Under existing traffic conditions, the overall intersection has a reported v/c ratio of 0.41 LOS C during the a.m. peak hour and 0.46 LOS B during the p.m. peak hour. The intersection operates without any critical movements. As a roundabout under the future background and future total traffic scenarios, the roundabout is reported to operate under both the 85% and 100% y -intercept with all approaches at LOS A and with minimal queueing of less than 25 metres. No geometric improvements were identified at this intersection to accommodate the proposed development. Signal timing improvements to optimize the cycle lengths and minimize delays were implemented where required to improve capacity and reduce delays. 7.2 New Dundee Road and Reichert Drive Capacity analysis for this intersection during the weekday a.m. and p.m. peak hours for the existing, future background, and future total traffic conditions are summarized in the following table. Table 5 Capacity analvsis of New Dundee Road and Reicher Drive EBTR = Peak Hour EBTR =0m PM Peak Hour Traffic ConditionAM . V/C Ratio LOS •ue V/C Ratio LOS Que WBL = SB Robert Ferrie WBL = 5 m Existing 2023 0.20 Drive A <25 m 0.14 A <25 m Future background WBT =0m WBT =0.27(A)0 WBT =0m NBLR = 0.09 (B) 10 NBLR 2028 EB New Dundee = 0.18 (B) 12 0.17 A <25 m 0.19 A <25 m (100% y -intercept) Road 0.22 (A) 0 EBTR = 0 m Future WBL = 0.1 (A) 8 WBL = 5 m WBL = 0.1 (A) 8 WBL = WB New Dundee Background 0.12 Road/ A <25 m 0.33 A <25 m SB Robert Ferrie 2028 WBT = 0.13 (A) 0 WBT = 0 m WBT = 0.29 (A) 0 WBT = 0.24 A <25 m 0.17 A <25 m NBLR Drive NBLR = 10 m Future Total 2028 Future Tota EBTR = 0.2 (A) 0 (85% y -intercept) EB New Dundee 0.22 A <25 m 0.23 A <25 m Road W13L=0.11(A)8 WBL=5m WB New Dundee Road/ 0.15 A <25 m 0.41 A <25 m SB Robert Ferrie 0.20 A <25 m 0.14 A <25 m Drive Future Total 2028 (100% y -intercept) EB New Dundee 0.19 A <25 m 0.20 A <25 m Road WB New Dundee Road/ 0.13 A <25 m 0.35 A <25 m Under existing traffic conditions, the overall intersection has a reported v/c ratio of 0.41 LOS C during the a.m. peak hour and 0.46 LOS B during the p.m. peak hour. The intersection operates without any critical movements. As a roundabout under the future background and future total traffic scenarios, the roundabout is reported to operate under both the 85% and 100% y -intercept with all approaches at LOS A and with minimal queueing of less than 25 metres. No geometric improvements were identified at this intersection to accommodate the proposed development. Signal timing improvements to optimize the cycle lengths and minimize delays were implemented where required to improve capacity and reduce delays. 7.2 New Dundee Road and Reichert Drive Capacity analysis for this intersection during the weekday a.m. and p.m. peak hours for the existing, future background, and future total traffic conditions are summarized in the following table. Table 5 Capacity analvsis of New Dundee Road and Reicher Drive GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 30 of 1710 EBTR = 0.16 (A) 0 EBTR =0m EBTR =0.2(A)0 EBTR =0m WBL = 0.09 (A) 8 WBL = 5 m WBL = 0.09 (A) 8 WBL = 5 m Existing 2023 WBT =0.12(A)0 WBT =0m WBT =0.27(A)0 WBT =0m NBLR = 0.09 (B) 10 NBLR = 5 m NBLR = 0.18 (B) 12 NBLR = 5 m EBTR = 0.17 (A) 0 EBTR = 0 m EBTR = 0.22 (A) 0 EBTR = 0 m Future WBL = 0.1 (A) 8 WBL = 5 m WBL = 0.1 (A) 8 WBL = 5 m Background 2028 WBT = 0.13 (A) 0 WBT = 0 m WBT = 0.29 (A) 0 WBT = 0 m _ NBLR = 0.11 (B) 11 NBLR = 5 m NBLR = 0.21 (B) 12 NBLR = 10 m Future Tota EBTR = 0.2 (A) 0 EBTR = 0 m EBTR = 0.23 (A) 0 EBTR = 0 m 2028 W13L=0.11(A)8 WBL=5m W13L=0.11(A)8 WBL=5m GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 30 of 1710 WBT=0.14(A)0 WBT=Om WBT=0.32(A)0 WBT=Om NBLR = 0.12 (B) 11 NBLR = 5 m I NBLR = 0.26 (B) 14 1 NBLR = 10 m Under existing traffic conditions, the intersection operates at satisfactory levels with the longest delays reported on the northbound left/right movement which is operating with a maximum delay of 10 seconds during the a.m. peak hour and 12 seconds during the p.m. peak hour. With the addition of corridor growth under the 2028 future background traffic scenario, the intersection continues to operate at a satisfactory level with the maximum delay along the northbound approach increasing by one second during the a.m. peak hour to 11 second delay and remaining unchanged at 12 seconds during the p.m. peak hour. Under the 2028 future total traffic condition, with the addition of site traffic, the intersection is reported to operate at satisfactory levels with the delay in the northbound approach remaining unchanged at 11 seconds during the a.m. peak hour and increasing slightly by 2 seconds to 14 seconds during the p.m. peak hour. No geometric improvements were identified to accommodate the proposed development as the v/c ratios, delays and queuing remain acceptable under the future total traffic conditions. 7.3 Robert Ferrie Drive and Blair Creek Drive Capacity analysis at this intersection during the weekday a.m. and p.m. peak hours for the future total traffic conditions are summarized in the following table. Table 6 Caaacity analvsis of Robert Ferrie Drive and Blair Creek Drive EBTLR = EBTLR = 0.2 (B) 12 Existing 2023 WBTLR = 0.08 (C) 15 5 m NBTLR = 0.03 (A) 2 SBTLR = 0 (A) 0 N EBTLR = 0.22 (B) 12 Future WBTLR = 0.09 (C) 17 Background NBTLR = 5 m 2028 NBTLR = 0.04 (A) 2 SBTLR = SBTLR = 0 (A) 0 Future Total EBTLR = 0.24 (B) 12 2028 WBTLR = 0.09 (C) 17 EBTLR = 5 m NBTLR = 0.04 (A) 2 SBTLR = 0 (A) 0 EBTLR = 5 m EBTLR = 0.12 (B) 11 EBTLR = 5 m WBTLR = 5 m WBTLR = 0.07 (C) 18 WBTLR = 5 m NBTLR = 5 m NBTLR = 0.09 (A) 3 NBTLR = 5 m SBTLR = 0 m SBTLR = 0.01 (A) 0 SBTLR = 5 m EBTLR = 10 m EBTLR = 0.13 (B) 11 EBTLR = 5 m WBTLR = 5 m WBTLR = 0.09 (C) 20 WBTLR = 5 m NBTLR = 5 m NBTLR = 0.1 (A) 3 NBTLR = 5 m SBTLR = 0 m SBTLR = 0.01 (A) 0 SBTLR = 5 m EBTLR = 10 m EBTLR = 0.15 (B) 12 EBTLR = 5 m WBTLR = 5 m WBTLR = 0.09 (C) 20 WBTLR = 5 m NBTLR = 5 m NBTLR = 0.1 (A) 3 NBTLR = 5 m SBTLR = 0 m SBTLR = 0.01 (A) 0 SBTLR = 5 m Under existing conditions, the intersection of Robert Ferrie Drive and Blair Creek Drive is operating at satisfactory levels with a maximum delay observed along the westbound approach of 15 seconds during the a.m. peak hour and 18 seconds during the p.m. peak hour. With the addition of corridor growth under the 2028 future background conditions, the intersection is reported to operate at satisfactory levels with the delay in the westbound approach increasing by 2 seconds during each peak hour, with the westbound approach operating with a 17 second delay during the a.m. peak hour and 20 seconds during the p.m. peak hour, respectively. With the addition of site traffic generated by the subject site, the capacity analysis reported during the a.m. and p.m. peak hour remains unchanged with no increases in v/c ratio, delays or queuing. The subject site has no impact on the operation of this intersection. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 31 of 1711 No geometric improvements were identified at the site access to accommodate the proposed development. 7.4 New Dundee Road and Site Access 1 Capacity analysis at this intersection during the weekday a.m. and p.m. peak hours for the future total traffic conditions are summarized in the following table. Table 7 Caacit analysis of New Dundee Road and Site AccessScenario 0 1 k Hour I PM Peak Hour • • • • Future Total EBTL = 0.01 (A) 0 EBTL = 5 m EBTL = 0.02 (A) 1 EBTL = 5 m 2028 WBTR = 0.14 (A) 0 WBTR = 0 m WBTR = 0.32 (A) 0 WBTR = 0 m SBLR = 0.11 (B) 12 SBLR = 5 m SBLR = 0.09 (C) 15 SBLR = 5 m Under future total traffic conditions, the site access onto New Dundee Road is reported to operate at a satisfactory level with a maximum delay of one second along New Dundee Road (p.m. peak hour) with the access reporting a delay of 12 seconds during the a.m. peak hour and 15 seconds during the p.m. peak hour. No geometric improvements in addition to the proposed site access were identified along the municipal roadway to accommodate the proposed development. 7.5 Blair Creek Drive and Site Access 2 Capacity analysis at this intersection during the weekday a.m. and p.m. peak hours for the future total traffic conditions are summarized in the following table. Table 8 Capacity analysis of Blair Creek Drive and Site Access 2 Future Total EBTR = 0.09 (A) 0 EBTR = 0 m EBTR = 0.06 (A) 0 EBTR = 0 m 2028 WBTL = 0 (A) 0 WBTL = 0 m WBTL = 0.01 (A) 1 WBTL = 5 m I NBLR = 0.01 (A) 9 NBLR = 5 m NBLR = 0.01 (A) 9NBLR = 5 m Under future total conditions, the site access onto Blair Creek Drive operates at a satisfactory level with no delays along Blair Creek Drive during the a.m. peak hour and a one second delay in the westbound approach during the p.m. peak hour. The outbound movement from the site access is also expected to operate with a maximum delay of 9 seconds delay during both peak hours with minimum queuing of one vehicle length. 8. Access Assessment As discussed in Section 4.4, a new roundabout is proposed for the intersection of New Dundee Road and Robert Ferrie Drive. At the time of the study, the project is at a detailed design stage with construction expected to being in Spring 2024 with an anticipated completion date in Fall 2024 The Region of Waterloo requested GHD to review the operation of the proposed new access along New Dundee Road and confirm it will not have an impact on the operation of the roundabout. The proposed site access along New Dundee Road is located approximately 21 metres west of the intersection of New Dundee Road and Reichert Drive (measured centreline to centreline) and results in no overlapping left turns on New Dundee Road. The reported 95th percentile queues at both Reichert Drive and the proposed site access under GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 32 of 1712 the Future Total 2028 traffic scenario do not result in any operational concerns with blocking of either intersection that would be cause for concern from a safety standpoint. The operation of the shared through/right turn into the site from New Dundee Road is also reported to operate with minimal delays which based on the projected volume of traffic through the roundabout should have a negligible impact on the ability for vehicles to merge from the two lane exit from the roundabout to the single lane on New Dundee Road west of the subject site driveway. Lastly, based on the reported queue lengths at the eastbound approach to the roundabout, the reported queues are not expected to extend beyond the proposed splitter island. As a result, the operation of the roundabout is not impacted by its proximity to the intersection of New Dundee Road with Reichert Road or the proposed site access which is located further to the west. Based on the anticipated capacity analysis of the proposed roundabout, the intersection Reichert Road and the site access, it is GHD's opinion that the proposed access from the subject site to New Dundee Road will not negatively impact the future operation of the roundabout. 9. Parking Review 9.1 Existing City of Kitchener Zoning By-law 9.1.1 Vehicular Parking The subject site is governed by the City of Kitchener's Zoning By-law 85-1, with the minimum parking requirement found in Section 6.1.2, a. The minimum By-law requirement for the subject site is as follows: • Multiple Dwellings Totaling 61 Dwelling Units of More: 1.5 spaces for each dwelling unit. The minimum parking required for the proposed development is as follow: • 1.5 parking space per unit x 210 units = 315 spaces In total, 315 vehicle parking spaces are required under the City's Zoning By-law. 9.1.2 Accessible Parking The minimum requirement for accessible parking spaces can also be found in the City of Kitchener's Zoning By-law, with the accessible parking standards found in Section 6.7.1. When 201-1,000 spaces are required, 2 spaces plus 2% of the total required parking spaces are required to be barrier -free accessible parking spaces. • 2 spaces, plus 2% of 315 spaces = 8 spaces In total, 8 accessible parking spaces are required under the City's By-law. 9.2 Proposed Site Parking The following table summarizes the minimum By-law requirements and the proposed parking/loading supply for the subject site. Table 9 Parking Requirements and Provisions GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 33 of 1713 Minimum 1.5 parking space per unit Minimum of 315 spaces 245 spaces ?10 dwelling units Minimum of 2 spaces, plus 2% of total vehicle parking Minimum of 8 spaces 8 barrier free spaces spaces required Class A 105 105 spaces ?10 dwelling _ units Class B 6 6 spaces The subject site proposes to provide a total of 245 vehicle parking spaces, a shortfall of 70 spaces from the By-law requirement of 323 spaces. The subject site is also proposing 20% of the total parking supply be EV ready for a total of 50 parking spaces. 9.3 Parking Assessment Providing off-street residential parking influences a commuter choice on whether to drive or choose alternate forms of transportation. Providing more parking in general leads to a higher percentage of auto ownership and auto usage as well. Changing travel behaviour is best done when a prospective buyer is looking to purchase a unit and providing the opportunity for a prospective buyer to easily purchase a parking space either through making it affordable, at no additional cost, or having an excess in number of spaces available to purchase can introduce travel behaviour into an area that once established is hard to change. Sustainable transportation is a crucial component of achieving climate change adaption and environmental protection goals and reducing traffic related air pollutant and greenhouse gas emissions. The development is proposing Travel Demand Management (TDM), as outlined in Section 10 of the report including planning and design, walking and cycling, transit, parking, cars hare/bikeshare, wayfinding and trip planning, education and promotion that can be adopted to make alternatives more competitive to driving, reducing the dependency on auto trips, and the need to provide an excessive supply of parking. 9.4 Ontario's Five Year Climate Change Action Plan The purpose of Ontario's Climate Change Action Plan, announced in 2016, is to address climate change through transportation and land -use measures. The plan aims to reduce emissions, create more livable, mixed-use communities, and prioritize addressing climate change at the municipal level. In terms of development, the plan outlines key actions such as supporting cycling and walking, reducing single - passenger vehicle trips, and eliminating minimum parking requirements. These actions are aimed at promoting alternative modes of transportation and creating complete, compact, and mixed-use communities. The elimination of minimum parking requirements is also a change in perspective toward auto -ownership and travel, and is becoming a more common in urban areas as population increases, transit expands, and auto -ownership declines. The concept of eliminating the minimum parking requirements for high density buildings in areas with access to public transportation is not a new concept in North America. Examples of such developments can be found in a variety of cities including Toronto, Brampton, Oakville, Ottawa, Calgary and Vancouver. As the population of Kitchener continues to grow, transit infrastructure expands across the city, and personal vehicle ownership declines, more residential developments with reduced parking standards relative to existing Zoning By-law requirements is becoming more commonplace. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 34 of 1714 9.5 City of Kitchener's Zoning By-law 2019-051 The City of Kitchener's Zoning By-law 2019-051 is the newest of the City's Zoning By-laws. The By-law is gradually replacing Zoning By-law 85-1 and currently governs approximately 80% of the City's properties. The newest By-law provides a reduced minimum parking requirement from the older By -Law in addition to providing a maximum parking requirement. The minimum By-law requirement for vehicle parking is found in Section 5.6, Table 5-5, with the minimum requirements for the subject site as follows: • Multiple residential buildings (cluster townhouse dwelling, dwelling unit, multiple dwelling), 81+ dwelling units: o Minimum of 1.0 parking space per dwelling unit o Minimum of 0.1 visitor parking spaces per dwelling unit o Maximum of 1.4 parking spaces per dwelling unit, including visitors The minimum parking required for the proposed development under the new By-law is as follow: • Multiple residential buildings (cluster townhouse dwelling, dwelling unit, multiple dwelling), 81+ dwelling units: 0 1.0 parking space per dwelling unit x 210 dwelling units = 210 spaces 0 0.1 visitor parking spaces per dwelling unit x 210 dwelling units = 21 spaces 0 1.4 spaces per dwelling unit x 210 units = 294 spaces Under the newest City By-law, the subject site would be required to provide a minimum of 231 vehicle parking spaces, and up to a maximum of 294 vehicle parking spaces (inclusive of visitor parking spaces). The proposed parking supply for the subject site satisfies the proposed new Zoning By-law 2019-051. 9.5.1 Bicycle Parking Requirement The City of Kitchener's Zoning By-law 2019-051 also provides minimum bicycle parking requirements for multiple dwelling units developments can also be found under Section 5.6, Table 5-5. The minimum By-law requirement for bicycle parking for the subject are as follows: • Multiple residential buildings (cluster townhouse dwelling, dwelling unit, multiple dwelling): 0 0.5 Class A bicycle parking stalls per dwelling unit without a private garage 0 2 spaces, or 6 Class B bicycle parking stalls where more than 20 dwelling units are on a lot. The minimum bicycle parking required for the proposed development under the new by-law is as follows: 0 210 dwelling units x 0.5 Class A bicycle parking spaces per unit = 105 Class A bicycle parking spaces 0 6 Class B bicycle parking spaces Under the newt City By-law, the subject site would be required to provide a minimum of 105 Class A bicycle parking spaces and 6 Class B parking spaces. The proposed site plan provides for a total of 105 Class A bicycle parking spaces and 6 Class B bicycle parking spaces to satisfy the zoning requirements. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 35 of 1715 10. Travel Demand Management 10.1 Travel Demand Management Travel Demand Management (TDM) refers to a variety of strategies to reduce congestion, minimize the number of single - occupant vehicles, encourage non -auto modes of travel, and reduce vehicle dependency to create a sustainable transportation system. TDM strategies have multiple benefits including the following: • Reduced auto -related emissions to improve air quality; • Decreased traffic congestion to reduce travel time; • Increased travel options for businesses and commuters; • Reduced personal transportation costs and energy consumptions; and • Support Provincial smart growth objectives. The combined benefits listed above will assist in creating a more active and livable community through improvements to overall active transportation standards for the local businesses and surrounding community. 10.2 Existing TDM Opportunities 10.2.1 Walking and Cycling Sidewalks are provided on both sides of the road along only Robert Ferrie Drive and Blair Creek Drive throughout the study area. A bike lane is only provided along Blair Creek Drive to the east of Robert Ferrie Drive 10.2.2 Transit Grand River Transit provides service along Route 36 within the study area. The route operates between the Conestoga College Doon Campus in the east and the roundabout at Robert Ferrie Drive and Evens Pond Crescent/South Creek Drive to the west. Along the study area road network, the route operates in the east/west direction along New Dundee to/from the east, and in the north/south direction along Robert Ferrie Drive to/from the north. The route operates with a 30 -minute headway throughout the day. The nearest transit stop is located along Robert Ferrie Drive at Blair Creek Drive for both directions. 10.3 Recommended TDM Measures The table below summarizes the recommended TDM strategies for the subject site. Table 10 Recommended TDM Hard Measures Pedestrian connections Applicant Integrated into the overall development cost GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Site plan includes a walkway system providing a connection to the municipal sidewalks. Page 36 of 1716 Enhanced pedestrian amenities will also be provided on-site, including but not limited to benches, landscaping and lighting. The subject site is located into the overall I within walking distance of pment cost transit stops located along Robert Ferrie Drive. Distributed at the sales office Information packages (GRT Applicant To be determined. with Purchase and Sales L Transit, cycling maps) Agreement 11. Vehicle Swept Path Analysis GHD undertook a Vehicle Swept Path Analysis to assess the proposed site plan's ability to accommodate the required turning movements of an emergency vehicle and a Molok waste collection vehicle. The results of the analysis, which are provided in Appendix E, illustrate that the site can sufficiently accommodate the aforementioned design vehicles. 12. Conclusions The proposed site plan consists of a total of 210 dwelling units located with 11 3 -storey townhouse blocks. Access to the subject site is proposed via two full -moves accesses. One is proposed to be located along New Dundee Road and will be offset to the west of the intersection with Reichert Drive. The other access is proposed to be located along Blair Creek Drive near the site's western limit. The subject site is expected to generate a total of 88 new two-way trips consisting of 21 inbound and 67 outbound trips during weekday a.m. peak hour and 111 new two-way trips consisting of 70 inbound and 41 outbound trips during the weekday p.m. peak hour. Under existing conditions, all study intersections are operating within capacity with all movements operating within capacity and no critical movements. Under 2030 future background traffic conditions, which includes the implementation of the roundabout at the intersection of New Dundee Road and Robert Ferrie Drive, the study intersections continue to operate with acceptable v/c ratios and levels of service with no reported critical movements. Under 2030 future total traffic conditions, with the addition of site generated traffic, all study intersections continue to operate with acceptable v/c ratios and levels of service with no reported critical movements. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 37 of 1717 Based on the anticipated capacity analysis of the proposed roundabout, the intersection Reichert Road and the site access, it is GHD's opinion that the proposed access from the subject site to New Dundee Road will not negatively impact the future operation of the roundabout. Application of the current City of Kitchener By -Law parking rates to the subject site results in a requirement of 315 vehicle parking space and 8 barrier free spaces. The subject site provides a total of 245 parking spaces for cars, a shortfall of 70 parking spaces from the By-law requirement. However, the City of Kitchener's Zoning By-law 2019-051 is the newest of the City's Zoning By-laws. The By-law is gradually replacing Zoning By-law 85-1 and currently governs approximately 80% of the City's properties. The newest By-law provides a reduced minimum parking requirement from the older By -Law in addition to providing a maximum parking requirement. Under the newest City By-law, the subject site would be required to provide a minimum of 231 vehicle parking spaces, and up to a maximum of 294 vehicle parking spaces (inclusive of visitor parking spaces). The proposed parking supply for the subject site satisfies the proposed new Zoning By-law 2019-051. Under the newt City By-law, the subject site would be required to provide a minimum of 105 Class A bicycle parking spaces and 6 Class B parking spaces. The proposed site plan provides for a total of 105 Class A bicycle parking spaces and 6 Class B bicycle parking spaces to satisfy the zoning requirements. The subject site is also proposing 20% of the total parking supply be EV ready for a total of 50 parking spaces. A series of Transportation Demand Management (TDM) measures are proposed for the site to reduce dependency on single -occupancy vehicle trips by encouraging residents to explore alternative modes of transportation. These measures include: ➢ Improved pedestrian and cycling connectivity to the municipal networks, to make it easy and safe for people to walk or bike to their destination. ➢ Communication strategy and information packages These measures will not only help reduce traffic congestion and air pollution, but also promote a healthier and more active lifestyle for the residents. The reduced parking rate will also encourage residents to use public transit. A Vehicle Swept Path Analysis was undertaken to assess the site's ability to accommodate the required turning movements of an emergency vehicle and waste collection truck as per TAC design guidelines and confirmed that the site can sufficiently accommodate the aforementioned design vehicles. GHD 11000215769 Ontario Inc. 111226343 1 Traffic Impact Study Page 38 of 1718 Appendices Appendix A Terms of Reference Page 40 of 172 Raf Andrenacci From: Joginder Bhatia <JBhatia@regionofwaterloo.ca> Sent: Thursday, February 23, 2023 10:17 AM To: Raf Andrenacci Cc: Will Maria; Dave.Seller@kitchener.ca; Saman Ajamzadeh; Paula Sawicki (InTouch) Subject: RE: Terms of Reference - 628 New Dundee Road Hi Raf, The Regional perspective in this TIS is only to have an access analysis to confirm that the proposed access on New Dundee will not impact the future roundabout operation. All other items are City related. For any specific questions, please contact Paula Sawicki copied herewith. Thanks. Joginder Bhatia Transportation Planner Corridor Planning Region of Waterloo Email: JBhatia@regionofwaterloo.ca Cell: 226-753-0368 From: Raf Andrenacci <Raf.Andrenacci@ghd.com> Sent: February 23, 2023 9:40 AM To: Dave Seller <Dave.Seller@kitchener.ca>; Joginder Bhatia <JBhatia@regionofwaterloo.ca> Cc: Will Maria <William.Maria @ghd.com> Subject: Re: Terms of Reference - 628 New Dundee Road **EXTERNAL ALERT** This email originated from outside the Region of Waterloo. Thanks for your comments Dave. Just following up to see if the Region can provide us with any comments they may have regarding the TOR. Regards, Raf From: Dave Seller <Dave.Seller@kitchener.ca> Sent: Tuesday, February 14, 2023 9:34 AM To: Raf Andrenacci <Raf.Andrenacci@ghd.com>; JBhatia@regionofwaterloo.ca <JBhatia@regionofwaterloo.ca> Cc: Will Maria <William.Maria @ghd.com> Subject: RE: Terms of Reference - 628 New Dundee Road Hi Raf, See my comments below in purple. Page 41 of 172 Dave Seller, C.E.T. Traffic Planning Analyst I Transportation Services I City of Kitchener 519-741-2200 ext. 7369 1 TTY 1-866-969-9994 1 dave.seller@kitchener.ca From: Raf Andrenacci <Raf.Andrenacci@ghd.com> Sent: Tuesday, February 07, 2023 4:21 PM To: JBhatia@regionofwaterloo.ca; Dave Seller <Dave.Seller@kitchener.ca> Cc: Will Maria <William.Maria @ghd.com> Subject: Terms of Reference - New Dundee Road You don't often get email from raf.andrenacci@ghd.com. Learn why this is important Hello, GHD Inc. has been retained to prepare a Transportation Impact Study for a proposed stacked townhouse development located on New Dundee Road in the City of Kitchener. The subject site consists of 213 stacked townhouse units. Access to the subject site is proposed via a full -moves road connection to the south on New Dundee Road located opposite Reichert Drive and a full moves road connection to the north located on Blair Creek Drive. Page 42 of 172 111 tlll. old t d I_' ij 111 �II1��11 �! IIT �11fj Tfll �f lA x� RE�l ACD QNGEE RGAN In order to properly scope this project, we ask that the City and Region review and provide comments on the following scope and confirm if there are any additional items required as part of the study. Study intersections • YES New Dundee Road and Robert Ferrie Drive • YES Robert Ferrie Drive and Blair Creek Drive • YES New Dundee Road and Reichert Drive/Proposed Site Access • YES Blair Creek Drive and Proposed Site Access Traffic Data YE$ Updated traffic counts at the existing study intersections will be undertaken during the a.m. and p.m. peak hours. Study Peak Hours YES Weekday a.m. and p.m. peak hours Study Horizon Year 2023 (existing), and 2028 (5 years from the date of the study) Background Growth Rate GHD will consult with staff to determine if AADT data prior to 2020 is available to establish appropriate growth rates to be used for Dundee Road. ' City staff to confirm if a 2% per annum growth rate is acceptable on local roads. Background Development Traffic N/A City staff to advise if there are any proposed background development to include in the study. Trip Generation YES Will be completed using rates published by the ITE Trip Generation 11 th Edition, LUC 220 Multifamily Housing (Low - Rise). YES The directional distribution of traffic approaching and departing the site will be determined based on TTS 2016 data, existing local patterns and first principles. YES — ensure that a left turn lane analysis is completed for the site access at Blair Creek Drive The analysis will Identify the transportation system requirements and other measures required to ensure the acceptable operation of the study intersections, including auxiliary turning lanes and other transportation infrastructure improvements. 3 Page 43 of 172 City of Kitchener defer to the Region of Waterloo comments for New Dundee Road TAC and City guidelines will be reviewed in order to complete an access management for the proposed access on New Dundee Road. Review for the site access that reviews corner clearance, driveway spacing, auxiliary lanes, corner radii, and clear throat distance. YES Complete AutoTurn assessment of the proposed site for emergency vehicles, waste collection, and passenger cars. YES Existing TDM opportunities will be identified and future TDM opportunities will be recommended for the site. YES The parking supply will be reviewed in accordance with the City's Zoning By-law If the above scope is acceptable to the City and Region, it will form the basis of our scope of work. Thank you, Raf CONFIDENTIALITY NOTICE: This email, including any attachments, is confidential and may be privileged. If you are not the intended recipient please notify the sender immediately, and please delete it; you should not copy it or use it for any purpose or disclose its contents to any other person. GHD and its affiliates reserve the right to monitor and modify all email communications through their networks. 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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 Frt 0.877 0.972 0.994 0.999 Flt Protected 0.998 0.968 0.987 Satd. Flow (prot) 0 1648 0 0 1772 0 0 1798 0 0 1878 0 Flt Permitted 0.998 0.968 0.987 Satd. Flow (perm) 0 1648 0 0 1772 0 0 1798 0 0 1878 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 198.6 164.7 156.1 103.3 Travel Time (s) 14.3 11.9 11.2 7.4 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 6% 3% 33% 2% 0% Adj. Flow (vph) 6 6 123 19 4 6 41 113 7 2 311 3 Shared Lane Traffic (%) Lane Group Flow (vph) 0 135 0 0 29 0 0 161 0 0 316 0 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) 0.0 0.0 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 24 14 24 14 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized qP Intersection Capacity Utilization 40.9% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 1 Page 64 of 172 HCM Unsignalized Intersection Capacity Analysis Existing 2023 2: Robert Ferrie Drive & Blair Creek Drive AIM Peak Hour -11 --1. .4--- t t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 5 111 17 4 5 37 102 6 2 280 3 Future Volume (Veh/h) 5 5 111 17 4 5 37 102 6 2 280 3 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 6 6 123 19 4 6 41 113 7 2 311 3 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) MMI Median type None None Median storage veh) Upstream signal (m) 156 pX, platoon unblocked vC, conflicting volume 523 518 312 641 516 116 314 120 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 523 518 312 641 516 116 314 120 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.4 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.5 p0 queue free % 99 99 83 94 99 99 97 100 cM capacity (veh/h) 446 446 728 310 447 936 1246 1296 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 135 29 161 316 Volume Left 6 19 41 2 Volume Right 123 6 7 3 cSH 689 379 1246 1296 Volume to Capacity 0.20 0.08 0.03 0.00 Queue Length 95th (m) 5.5 1.9 0.8 0.0 Control Delay (s) 11.5 15.3 2.2 0.1 Lane LOS B C A A _ Approach Delay (s) 11.5 15.3 2.2 0.1 Approach LOS B C _ Intersection Summary - Average Delay 3.7 _ Intersection Capacity Utilization 40.9% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 2 Page 65 of 172 Lanes, Volumes, Timings Existing 2023 I Reichert Drive & New Dundee Road AM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 33.9% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 3 Page 66 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations T+ t Y Traffic Volume (vph) 256 1 112 195 2 65 Future Volume (vph) 256 1 112 195 2 65 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 47.0 0.0 0.0 Storage Lanes 0 1 1 0 Taper Length (m) 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.999 0.869 Flt Protected 0.950 0.999 Satd. Flow (prot) 1882 0 1772 1847 1613 0 Flt Permitted 0.950 0.999 Satd. Flow (perm) 1882 0 1772 1847 1613 0 Link Speed (k/h) 50 50 50 Link Distance (m) 31.4 160.0 199.2 Travel Time (s) 2.3 11.5 14.3 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Heavy Vehicles (%) 2% 0% 3% 4% 50% 2% Adj. Flow (vph) 267 1 117 203 2 68 Shared Lane Traffic (%) Lane Group Flow (vph) 268 0 117 203 70 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 3.7 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 33.9% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 3 Page 66 of 172 HCM Unsignalized Intersection Capacity Analysis Existing 2023 3: Reichert Drive & New Dundee Road AM Peak Hour Synchro 11 Report Page 4 Page 67 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (veh/h) 256 1 112 195 2 65 Future Volume (Veh/h) 256 1 112 195 2 65 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 267 1 117 203 2 68 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 160 pX, platoon unblocked vC, conflicting volume 268 704 268 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 268 704 268 tC, single (s) 4.1 6.9 6.2 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 p0 queue free % 91 99 91 cM capacity (veh/h) 1290 308 771 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 268 117 203 70 Volume Left 0 117 0 2 _ Volume Right 1 0 0 68 cSH 1700 1290 1700 739 _ Volume to Capacity 0.16 0.09 0.12 0.09 Queue Length 95th (m) 0.0 2.3 0.0 2.4 _ Control Delay (s) 0.0 8.1 0.0 10.4 Lane LOS A B _ Approach Delay (s) 0.0 3.0 10.4 Approach LOS B _ Intersection Summary - Average Delay 2.5 _ Intersection Capacity Utilization 33.9% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 4 Page 67 of 172 Lanes, Volumes, Timings Existing 2023 4: Site Access & Blair Creek Drive AM Peak Hour Synchro 11 Report Page 5 Page 68 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (vph) 121 0 0 44 0 0 Future Volume (vph) 121 0 0 44 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt Flt Protected Satd. Flow (prot) 1883 0 0 1883 1921 0 Flt Permitted Satd. Flow (perm) 1883 0 0 1883 1921 0 Link Speed (k/h) 50 50 50 Link Distance (m) 74.2 198.6 32.6 Travel Time (s) 5.3 14.3 2.3 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 2% 2% 2% 2% 0% 0% Adj. Flow (vph) 132 0 0 48 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 132 0 0 48 0 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right - Median Width(m) 0.0 0.0 3.7 Link Offset(m) 0.0 0.0 0.0 - Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 _ Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 9.7% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 68 of 172 HCM Unsignalized Intersection Capacity Analysis Existing 2023 4: Site Access & Blair Creek Drive AM Peak Hour Synchro 11 Report Page 6 Page 69 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (veh/h) 121 0 0 44 0 0 Future Volume (Veh/h) 121 0 0 44 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 132 0 0 48 0 0 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 132 180 132 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 132 180 132 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1453 814 923 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 132 48 0 Volume Left 0 0 0 _ Volume Right 0 0 0 cSH 1700 1453 1700 _ Volume to Capacity 0.08 0.00 0.01 Queue Length 95th (m) 0.0 0.0 0.0 _ Control Delay (s) 0.0 0.0 0.0 Lane LOS A _ Approach Delay (s) 0.0 0.0 0.0 Approach LOS A _ Intersection Summary - Average Delay 0.0 _ Intersection Capacity Utilization 9.7% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 6 Page 69 of 172 Lanes, Volumes, Timings Existing 2023 2: Robert Ferrie Drive & Blair Creek Drive PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 5 3 68 11 2 7 109 292 24 8 179 7 Future Volume (vph) 5 3 68 11 2 7 109 292 24 8 179 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. 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 Frt 0.878 0.951 0.992 0.995 Flt Protected 0.997 0.973 0.987 0.998 Satd. Flow (prot) 0 1649 0 0 1743 0 0 1832 0 0 1870 0 Flt Permitted 0.997 0.973 0.987 0.998 Satd. Flow (perm) 0 1649 0 0 1743 0 0 1832 0 0 1870 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 198.6 164.7 156.1 103.3 Travel Time (s) 14.3 11.9 11.2 7.4 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 3% 2% 2% 2% 2% Adj. Flow (vph) 5 3 75 12 2 8 120 321 26 9 197 8 Shared Lane Traffic (%) Lane Group Flow (vph) 0 83 0 0 22 0 0 467 0 0 214 0 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) 0.0 0.0 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 24 14 24 14 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized qP Intersection Capacity Utilization 48.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 1 Page 70 of 172 HCM Unsignalized Intersection Capacity Analysis Existing 2023 2: Robert Ferrie Drive & Blair Creek Drive PIM Peak Hour -11 --1. .4--- t t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 3 68 11 2 7 109 292 24 8 179 7 Future Volume (Veh/h) 5 3 68 11 2 7 109 292 24 8 179 7 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate (vph) 5 3 75 12 2 8 120 321 26 9 197 8 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 156 pX, platoon unblocked vC, conflicting volume 802 806 201 870 797 334 205 347 vC1, stage 1 conf vol _ vC2, stage 2 conf vol vCu, unblocked vol 802 806 201 870 797 334 205 347 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 98 99 91 95 99 99 91 99 cM capacity (veh/h) 276 286 840 228 289 708 1366 1212 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 83 22 467 214 Volume Left 5 12 120 9 Volume Right 75 8 26 8 cSH 704 311 1366 1212 Volume to Capacity 0.12 0.07 0.09 0.01 Queue Length 95th (m) 3.0 1.7 2.2 0.2 Control Delay (s) 10.8 17.5 2.7 0.4 Lane LOS B C A A _ Approach Delay (s) 10.8 17.5 2.7 0.4 Approach LOS B C _ Intersection Summary - Average Delay 3.3 _ Intersection Capacity Utilization 48.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 2 Page 71 of 172 Lanes, Volumes, Timings Existing 2023 I Reichert Drive & New Dundee Road PM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 38.1% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 3 Page 72 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (vph) 297 4 103 408 5 101 Future Volume (vph) 297 4 103 408 5 101 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 47.0 0.0 0.0 Storage Lanes 0 1 1 0 Taper Length (m) 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.998 0.872 Flt Protected 0.950 0.997 Satd. Flow (prot) 1880 0 1825 1902 1639 0 Flt Permitted 0.950 0.997 Satd. Flow (perm) 1880 0 1825 1902 1639 0 Link Speed (k/h) 50 50 50 Link Distance (m) 31.4 160.0 199.2 Travel Time (s) 2.3 11.5 14.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 2% 0% 0% 1% 0% 2% Adj. Flow (vph) 330 4 114 453 6 112 Shared Lane Traffic (%) Lane Group Flow (vph) 334 0 114 453 118 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 3.7 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 38.1% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 3 Page 72 of 172 HCM Unsignalized Intersection Capacity Analysis Existing 2023 3: Reichert Drive & New Dundee Road PM Peak Hour Synchro 11 Report Page 4 Page 73 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (veh/h) 297 4 103 408 5 101 Future Volume (Veh/h) 297 4 103 408 5 101 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 330 4 114 453 6 112 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 160 pX, platoon unblocked 0.84 vC, conflicting volume 334 1013 332 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 334 921 332 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 91 97 84 cM capacity (veh/h) 1237 231 710 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 334 114 453 118 Volume Left 0 114 0 6 _ Volume Right 4 0 0 112 cSH 1700 1237 1700 642 _ Volume to Capacity 0.20 0.09 0.27 0.18 Queue Length 95th (m) 0.0 2.3 0.0 5.1 _ Control Delay (s) 0.0 8.2 0.0 11.9 Lane LOS A B _ Approach Delay (s) 0.0 1.6 11.9 Approach LOS B _ Intersection Summary - Average Delay 2.3 _ Intersection Capacity Utilization 38.1% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 4 Page 73 of 172 Lanes, Volumes, Timings Existing 2023 4: Site Access & Blair Creek Drive PM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 9.5% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 74 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (vph) 76 0 0 118 0 0 Future Volume (vph) 76 0 0 118 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt Flt Protected Satd. Flow (prot) 1883 0 0 1883 1883 0 Flt Permitted Satd. Flow (perm) 1883 0 0 1883 1883 0 Link Speed (k/h) 50 50 50 Link Distance (m) 74.2 198.6 32.6 Travel Time (s) 5.3 14.3 2.3 Peak Hour Factor 0.76 0.76 0.76 0.76 0.76 0.76 Adj. Flow (vph) 100 0 0 155 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 100 0 0 155 0 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 0.0 0.0 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 9.5% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 74 of 172 HCM Unsignalized Intersection Capacity Analysis Existing 2023 4: Site Access & Blair Creek Drive PM Peak Hour Synchro 11 Report Page 6 Page 75 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (veh/h) 76 0 0 118 0 0 Future Volume (Veh/h) 76 0 0 118 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.76 0.76 0.76 0.76 0.76 0.76 Hourly flow rate (vph) 100 0 0 155 0 0 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 100 255 100 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 100 255 100 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1493 734 956 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 100 155 0 Volume Left 0 0 0 _ Volume Right 0 0 0 cSH 1700 1493 1700 _ Volume to Capacity 0.06 0.00 0.01 Queue Length 95th (m) 0.0 0.0 0.0 _ Control Delay (s) 0.0 0.0 0.0 Lane LOS A _ Approach Delay (s) 0.0 0.0 0.0 Approach LOS A _ Intersection Summary - Average Delay 0.0 _ Intersection Capacity Utilization 9.5% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 6 Page 75 of 172 Lanes, Volumes, Timings Future Background 2028 2: Robert Ferrie Drive & Blair Creek Drive PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 5 3 75 12 2 7 120 322 26 8 197 7 Future Volume (vph) 5 3 75 12 2 7 120 322 26 8 197 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. 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 Frt 0.877 0.953 0.992 0.995 Flt Protected 0.997 0.973 0.987 0.998 Satd. Flow (prot) 0 1647 0 0 1746 0 0 1844 0 0 1870 0 Flt Permitted 0.997 0.973 0.987 0.998 Satd. Flow (perm) 0 1647 0 0 1746 0 0 1844 0 0 1870 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 198.6 164.7 156.1 103.3 Travel Time (s) 14.3 11.9 11.2 7.4 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Adj. Flow (vph) 5 3 82 13 2 8 132 354 29 9 216 8 Shared Lane Traffic (%) Lane Group Flow (vph) 0 90 0 0 23 0 0 515 0 0 233 0 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) 0.0 0.0 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 24 14 24 14 Sign Control Stop Stop Free Free Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 52.1% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 1 Page 76 of 172 HCM Unsignalized Intersection Capacity Analysis Future Background 2028 2: Robert Ferrie Drive & Blair Creek Drive PIM Peak Hour -11 --1. .4--- t t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 3 75 12 2 7 120 322 26 8 197 7 Future Volume (Veh/h) 5 3 75 12 2 7 120 322 26 8 197 7 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate (vph) 5 3 82 13 2 8 132 354 29 9 216 8 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 156 pX, platoon unblocked vC, conflicting volume 880 885 220 954 874 368 224 383 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 880 885 220 954 874 368 224 383 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) _ tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 98 99 90 93 99 99 90 99 cM capacity (veh/h) 242 254 820 196 258 677 1345 1175 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 90 23 515 233 Volume Left 5 13 132 9 Volume Right 82 8 29 8 cSH 679 267 1345 1175 Volume to Capacity 0.13 0.09 0.10 0.01 Queue Length 95th (m) 3.5 2.1 2.5 0.2 _ Control Delay (s) 11.1 19.7 2.8 0.4 Lane LOS B C A A _ Approach Delay (s) 11.1 19.7 2.8 0.4 Approach LOS B C _ Intersection Summary - Average Delay 3.5 _ Intersection Capacity Utilization 52.1% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 2 Page 77 of 172 Lanes, Volumes, Timings Future Background 2028 I Reichert Drive & New Dundee Road PM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 40.9% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 3 Page 78 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (vph) 327 4 113 450 5 111 Future Volume (vph) 327 4 113 450 5 111 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 47.0 0.0 0.0 Storage Lanes 0 1 1 0 Taper Length (m) 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.999 0.871 Flt Protected 0.950 0.998 Satd. Flow (prot) 1882 0 1825 1902 1639 0 Flt Permitted 0.950 0.998 Satd. Flow (perm) 1882 0 1825 1902 1639 0 Link Speed (k/h) 50 50 50 Link Distance (m) 31.4 160.0 199.2 Travel Time (s) 2.3 11.5 14.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 2% 0% 0% 1% 0% 2% Adj. Flow (vph) 363 4 126 500 6 123 Shared Lane Traffic (%) Lane Group Flow (vph) 367 0 126 500 129 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 3.7 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 40.9% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 3 Page 78 of 172 HCM Unsignalized Intersection Capacity Analysis Future Background 2028 3: Reichert Drive & New Dundee Road PM Peak Hour Synchro 11 Report Page 4 Page 79 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (veh/h) 327 4 113 450 5 111 Future Volume (Veh/h) 327 4 113 450 5 111 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 363 4 126 500 6 123 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 160 pX, platoon unblocked 0.81 vC, conflicting volume 367 1117 365 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 367 1030 365 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 90 97 82 cM capacity (veh/h) 1203 190 680 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 367 126 500 129 Volume Left 0 126 0 6 _ Volume Right 4 0 0 123 cSH 1700 1203 1700 607 _ Volume to Capacity 0.22 0.10 0.29 0.21 Queue Length 95th (m) 0.0 2.7 0.0 6.1 _ Control Delay (s) 0.0 8.3 0.0 12.5 Lane LOS A B _ Approach Delay (s) 0.0 1.7 12.5 Approach LOS B _ Intersection Summary - Average Delay 2.4 _ Intersection Capacity Utilization 40.9% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 4 Page 79 of 172 Lanes, Volumes, Timings Future Background 2028 4: Site Access & Blair Creek Drive PM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 10.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 80 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (vph) 83 0 0 130 0 0 Future Volume (vph) 83 0 0 130 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt Flt Protected Satd. Flow (prot) 1883 0 0 1883 1883 0 Flt Permitted Satd. Flow (perm) 1883 0 0 1883 1883 0 Link Speed (k/h) 50 50 50 Link Distance (m) 74.2 198.6 32.6 Travel Time (s) 5.3 14.3 2.3 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 90 0 0 141 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 90 0 0 141 0 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 0.0 0.0 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 10.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 80 of 172 HCM Unsignalized Intersection Capacity Analysis Future Background 2028 4: Site Access & Blair Creek Drive PM Peak Hour Synchro 11 Report Page 6 Page 81 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (veh/h) 83 0 0 130 0 0 Future Volume (Veh/h) 83 0 0 130 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 90 0 0 141 0 0 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 90 231 90 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 90 231 90 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1505 757 968 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 90 141 0 Volume Left 0 0 0 _ Volume Right 0 0 0 cSH 1700 1505 1700 _ Volume to Capacity 0.05 0.00 0.01 Queue Length 95th (m) 0.0 0.0 0.0 _ Control Delay (s) 0.0 0.0 0.0 Lane LOS A _ Approach Delay (s) 0.0 0.0 0.0 Approach LOS A _ Intersection Summary - Average Delay 0.0 _ Intersection Capacity Utilization 10.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 6 Page 81 of 172 Lanes, Volumes, Timings Future Background 2028 2: Robert Ferrie Drive & Blair Creek Drive AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 5 5 122 18 4 5 40 112 6 2 309 3 Future Volume (vph) 5 5 122 18 4 5 40 112 6 2 309 3 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. 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 Frt 0.876 0.973 0.995 0.999 Flt Protected 0.998 0.968 0.988 Satd. Flow (prot) 0 1647 0 0 1774 0 0 1852 0 0 1882 0 Flt Permitted 0.998 0.968 0.988 Satd. Flow (perm) 0 1647 0 0 1774 0 0 1852 0 0 1882 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 198.6 164.7 156.1 103.3 Travel Time (s) 14.3 11.9 11.2 7.4 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Adj. Flow (vph) 6 6 136 20 4 6 44 124 7 2 343 3 Shared Lane Traffic (%) Lane Group Flow (vph) 0 148 0 0 30 0 0 175 0 0 348 0 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) 0.0 0.0 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 24 14 24 14 Sign Control Stop Stop Free Free Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 45.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 1 Page 82 of 172 HCM Unsignalized Intersection Capacity Analysis Future Background 2028 2: Robert Ferrie Drive & Blair Creek Drive AIM Peak Hour -11 --1. .4--- t t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 5 5 122 18 4 5 40 112 6 2 309 3 Future Volume (Veh/h) 5 5 122 18 4 5 40 112 6 2 309 3 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 6 6 136 20 4 6 44 124 7 2 343 3 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) MMI Median type None None Median storage veh) Upstream signal (m) 156 pX, platoon unblocked vC, conflicting volume 572 568 344 703 566 128 346 131 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 572 568 344 703 566 128 346 131 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) _ tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 99 99 81 93 99 99 96 100 cM capacity (veh/h) 413 416 698 272 418 923 1213 1454 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 148 30 175 348 Volume Left 6 20 44 2 Volume Right 136 6 7 3 cSH 662 335 1213 1454 Volume to Capacity 0.22 0.09 0.04 0.00 Queue Length 95th (m) 6.5 2.2 0.9 0.0 _ Control Delay (s) 12.0 16.8 2.3 0.1 Lane LOS B C A A _ Approach Delay (s) 12.0 16.8 2.3 0.1 Approach LOS B C _ Intersection Summary - Average Delay 3.8 _ Intersection Capacity Utilization 45.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 2 Page 83 of 172 Lanes, Volumes, Timings Future Background 2028 I Reichert Drive & New Dundee Road AM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 36.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 3 Page 84 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (vph) 282 1 123 215 2 71 Future Volume (vph) 282 1 123 215 2 71 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 47.0 0.0 0.0 Storage Lanes 0 1 1 0 Taper Length (m) 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.869 Flt Protected 0.950 0.999 Satd. Flow (prot) 1884 0 1772 1847 1615 0 Flt Permitted 0.950 0.999 Satd. Flow (perm) 1884 0 1772 1847 1615 0 Link Speed (k/h) 50 50 50 Link Distance (m) 31.4 160.0 199.2 Travel Time (s) 2.3 11.5 14.3 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Heavy Vehicles (%) 2% 0% 3% 4% 50% 2% Adj. Flow (vph) 294 1 128 224 2 74 Shared Lane Traffic (%) Lane Group Flow (vph) 295 0 128 224 76 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 3.7 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 36.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 3 Page 84 of 172 HCM Unsignalized Intersection Capacity Analysis Future Background 2028 3: Reichert Drive & New Dundee Road AM Peak Hour Synchro 11 Report Page 4 Page 85 of 172 Movement EBT EBR WBL WBT NBL NB Lane Configurations 1� t Y Traffic Volume (veh/h) 282 1 123 215 2 71 Future Volume (Veh/h) 282 1 123 215 2 71 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 294 1 128 224 2 74 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 160 pX, platoon unblocked vC, conflicting volume 295 774 294 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 295 774 294 tC, single (s) 4.1 6.9 6.2 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 p0 queue free % 90 99 90 cM capacity (veh/h) 1261 275 745 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 295 128 224 76 Volume Left 0 128 0 2 _ Volume Right 1 0 0 74 cSH 1700 1261 1700 713 _ Volume to Capacity 0.17 0.10 0.13 0.11 Queue Length 95th (m) 0.0 2.6 0.0 2.7 _ Control Delay (s) 0.0 8.2 0.0 10.7 Lane LOS A B _ Approach Delay (s) 0.0 3.0 10.7 Approach LOS B _ Intersection Summary - Average Delay 2.6 _ Intersection Capacity Utilization 36.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 4 Page 85 of 172 Lanes, Volumes, Timings Future Background 2028 4: Site Access & Blair Creek Drive AM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 10.3% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 86 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (vph) 133 0 0 48 0 0 Future Volume (vph) 133 0 0 48 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt Flt Protected Satd. Flow (prot) 1883 0 0 1883 1883 0 Flt Permitted Satd. Flow (perm) 1883 0 0 1883 1883 0 Link Speed (k/h) 50 50 50 Link Distance (m) 74.2 198.6 32.6 Travel Time (s) 5.3 14.3 2.3 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 145 0 0 52 0 0 Shared Lane Traffic (%) Lane Group Flow (vph) 145 0 0 52 0 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 0.0 0.0 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 10.3% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 86 of 172 HCM Unsignalized Intersection Capacity Analysis Future Background 2028 4: Site Access & Blair Creek Drive AM Peak Hour Synchro 11 Report Page 6 Page 87 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (veh/h) 133 0 0 48 0 0 Future Volume (Veh/h) 133 0 0 48 0 0 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 145 0 0 52 0 0 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 145 197 145 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 145 197 145 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 100 cM capacity (veh/h) 1437 792 902 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 145 52 0 Volume Left 0 0 0 _ Volume Right 0 0 0 cSH 1700 1437 1700 _ Volume to Capacity 0.09 0.00 0.01 Queue Length 95th (m) 0.0 0.0 0.0 _ Control Delay (s) 0.0 0.0 0.0 Lane LOS A _ Approach Delay (s) 0.0 0.0 0.0 Approach LOS A _ Intersection Summary - Average Delay 0.0 _ Intersection Capacity Utilization 10.3% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 6 Page 87 of 172 Lanes, Volumes, Timings Future Total 2028 1: New Dundee Road & Robert Ferrie Drive AM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Vii t t r Vii r Traffic Volume (vph) 58 345 202 98 336 123 Future Volume (vph) 58 345 202 98 336 123 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 36.0 25.0 38.0 0.0 Storage Lanes 1 1 1 1 Taper Length (m) 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1789 1883 1812 1541 1807 1617 Flt Permitted 0.549 0.950 Satd. Flow (perm) 1034 1883 1812 1541 1807 1617 Right Turn on Red Yes Yes Satd. Flow (RTOR) 104 131 Link Speed (k/h) 50 50 50 Link Distance (m) 160.0 358.0 156.1 Travel Time (s) 11.5 25.8 11.2 Peak Hour Factor 0.94 0.94 0.94 0.94 0.94 0.94 Heavy Vehicles (%) 2% 2% 6% 6% 1% 1% Adj. Flow (vph) 62 367 215 104 357 131 Shared Lane Traffic (%) Lane Group Flow (vph) 62 367 215 104 357 131 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(m) 3.7 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 7 4 8 6 Permitted Phases 4 8 6 Minimum Split (s) 14.5 59.0 44.5 44.5 31.0 31.0 Total Split (s) 14.5 59.0 44.5 44.5 31.0 31.0 Total Split (%) 16.1% 65.6% 49.4% 49.4% 34.4% 34.4% Maximum Green (s) 10.0 52.5 38.0 38.0 25.0 25.0 _ Yellow Time (s) 2.5 4.5 4.5 4.5 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 _ Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 6.5 6.5 6.5 6.0 6.0 _ Lead/Lag Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes _ Walk Time (s) 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 ' Pedestrian Calls (Whr) 0 0 0 0 0 Act Effct Green (s) 54.5 52.5 38.0 38.0 25.0 25.0 , Actuated g/C Ratio 0.61 0.58 0.42 0.42 0.28 0.28 Synchro 11 Report Page 1 Page 88 of 172 Lanes, Volumes, Timings Future Total 2028 1: New Dundee Road & Robert Ferrie Drive AM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR v/c Ratio 0.09 0.33 0.28 0.15 0.71 0.24 Control Delay 7.6 10.8 18.3 4.0 38.5 6.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.6 10.8 18.3 4.0 38.5 6.0 LOS A B B A D A Approach Delay 10.3 13.6 29.7 Approach LOS B B C Intersection Summary Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Offset: 31.5 (35%), Referenced to phase 4:EBTL and 8:WBT, Start of Green Natural Cycle: 90 _ Control Type: Pretimed Maximum v/c Ratio: 0.71 _ Intersection Signal Delay: 18.8 Intersection LOS: B Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: New Dundee Road & Robert Ferrie Drive --00 ) 6 07 03 Synchro 11 Report Page 2 Page 89 of 172 Queues Future Total 2028 1: New Dundee Road & Robert Ferrie Drive AM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Group Flow (vph) 62 367 215 104 357 131 v/c Ratio 0.09 0.33 0.28 0.15 0.71 0.24 Control Delay 7.6 10.8 18.3 4.0 38.5 6.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 7.6 10.8 18.3 4.0 38.5 6.0 Queue Length 50th (m) 4.0 30.3 23.7 0.0 55.5 0.0� Queue Length 95th (m) 8.7 46.4 39.4 8.7 85.8 12.4 Internal Link Dist (m) 136.0 334.0 132.1 Turn Bay Length (m) 36.0 25.0 38.0 Base Capacity (vph) 710 1098 765 710 501 543 ' Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 _ Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.09 0.33 0.28 0.15 0.71 0.24 Intersection Summary Synchro 11 Report Page 3 Page 90 of 172 HCM Signalized Intersection Capacity Analysis Future Total 2028 1: New Dundee Road & Robert Ferrie Drive AM Peak Hour Movement EBL EBT WBT WBR SBL SBR Lane Configurations Vii t t r Vii r Traffic Volume (vph) 58 345 202 98 336 123 Future Volume (vph) 58 345 202 98 336 123 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 6.5 6.5 6.5 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1789 1883 1812 1541 1807 1617 Flt Permitted 0.55 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 1035 1883 1812 1541 1807 1617 Peak -hour factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94 Adj. Flow (vph) 62 367 215 104 357 131 RTOR Reduction (vph) 0 0 0 60 0 95 Lane Group Flow (vph) 62 367 215 44 357 36 Heavy Vehicles (%) 2% 2% 6% 6% 1 % 1 % ' Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 7 4 8 6 - Permitted Phases 4 8 6 Actuated Green, G (s) 52.5 52.5 38.0 38.0 25.0 25.0 Effective Green, g (s) 52.5 52.5 38.0 38.0 25.0 25.0 Actuated g/C Ratio 0.58 0.58 0.42 0.42 0.28 0.28 Clearance Time (s) 4.5 6.5 6.5 6.5 6.0 6.0 Lane Grp Cap (vph) 687 1098 765 650 501 449 v/s Ratio Prot 0.01 c0.19 0.12 c0.20 v/s Ratio Perm 0.04 0.03 0.02 v/c Ratio 0.09 0.33 0.28 0.07 0.71 0.08 Uniform Delay, d1 8.2 9.7 17.0 15.5 29.3 24.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.8 0.9 0.2 8.4 0.4 Delay (s) 8.5 10.5 18.0 15.7 37.6 24.4 Level of Service A B B B D C Approach Delay (s) 10.2 17.2 34.1 Approach LOS B B C _ Intersection Summary HCM 2000 Control Delay 21.4 HCM 2000 Level of Service C _ HCM 2000 Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 17.0 _ Intersection Capacity Utilization 75.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Synchro 11 Report Page 4 Page 91 of 172 Lanes, Volumes, Timings Future Total 2028 2: Robert Ferrie Drive & Blair Creek Drive AM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 8 5 129 18 4 5 42 112 6 2 309 4 Future Volume (vph) 8 5 129 18 4 5 42 112 6 2 309 4 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. 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 Frt 0.878 0.973 0.995 0.998 Flt Protected 0.997 0.968 0.987 Satd. Flow (prot) 0 1649 0 0 1774 0 0 1800 0 0 1877 0 Flt Permitted 0.997 0.968 0.987 Satd. Flow (perm) 0 1649 0 0 1774 0 0 1800 0 0 1877 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 198.6 164.7 156.1 103.3 Travel Time (s) 14.3 11.9 11.2 7.4 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 6% 3% 33% 2% 0% Adj. Flow (vph) 9 6 143 20 4 6 47 124 7 2 343 4 Shared Lane Traffic (%) Lane Group Flow (vph) 0 158 0 0 30 0 0 178 0 0 349 0 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) 0.0 0.0 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 24 14 24 14 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized = Intersection Capacity Utilization 43.8% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 92 of 172 HCM Unsignalized Intersection Capacity Analysis Future Total 2028 2: Robert Ferrie Drive & Blair Creek Drive AIM Peak Hour -11 --1. .4--- t t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 8 5 129 18 4 5 42 112 6 2 309 4 Future Volume (Veh/h) 8 5 129 18 4 5 42 112 6 2 309 4 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 9 6 143 20 4 6 47 124 7 2 343 4 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) MMI Median type None None Median storage veh) Upstream signal (m) 156 pX, platoon unblocked vC, conflicting volume 578 574 345 716 572 128 347 131 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 578 574 345 716 572 128 347 131 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.4 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.5 p0 queue free % 98 99 80 92 99 99 96 100 cM capacity (veh/h) 408 412 698 263 413 923 1212 1284 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 158 30 178 349 Volume Left 9 20 47 2 Volume Right 143 6 7 4 cSH 654 325 1212 1284 Volume to Capacity 0.24 0.09 0.04 0.00 Queue Length 95th (m) 7.2 2.3 0.9 0.0 Control Delay (s) 12.2 17.2 2.4 0.1 Lane LOS B C A A _ Approach Delay (s) 12.2 17.2 2.4 0.1 Approach LOS B C _ Intersection Summary - Average Delay 4.1 _ Intersection Capacity Utilization 43.8% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 6 Page 93 of 172 Lanes, Volumes, Timings Future Total 2028 I Reichert Drive & New Dundee Road AM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 38.5% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 7 Page 94 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (vph) 316 7 123 222 4 71 Future Volume (vph) 316 7 123 222 4 71 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 47.0 0.0 0.0 Storage Lanes 0 1 1 0 Taper Length (m) 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.997 0.872 Flt Protected 0.950 0.997 Satd. Flow (prot) 1879 0 1772 1847 1599 0 Flt Permitted 0.950 0.997 Satd. Flow (perm) 1879 0 1772 1847 1599 0 Link Speed (k/h) 50 50 50 Link Distance (m) 31.4 160.0 199.2 Travel Time (s) 2.3 11.5 14.3 Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Heavy Vehicles (%) 2% 0% 3% 4% 50% 2% Adj. Flow (vph) 329 7 128 231 4 74 Shared Lane Traffic (%) Lane Group Flow (vph) 336 0 128 231 78 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 3.7 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 38.5% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 7 Page 94 of 172 HCM Unsignalized Intersection Capacity Analysis Future Total 2028 3: Reichert Drive & New Dundee Road AM Peak Hour Synchro 11 Report Page 8 Page 95 of 172 Movement EBT EBR WBL WBT NBL NB Lane Configurations 1� t Y Traffic Volume (veh/h) 316 7 123 222 4 71 Future Volume (Veh/h) 316 7 123 222 4 71 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.96 0.96 0.96 0.96 0.96 0.96 Hourly flow rate (vph) 329 7 128 231 4 74 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 160 pX, platoon unblocked vC, conflicting volume 336 820 332 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 336 820 332 tC, single (s) 4.1 6.9 6.2 tC, 2 stage (s) tF (s) 2.2 4.0 3.3 p0 queue free % 89 98 90 cM capacity (veh/h) 1218 257 709 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 336 128 231 78 Volume Left 0 128 0 4 _ Volume Right 7 0 0 74 cSH 1700 1218 1700 651 _ Volume to Capacity 0.20 0.11 0.14 0.12 Queue Length 95th (m) 0.0 2.7 0.0 3.1 _ Control Delay (s) 0.0 8.3 0.0 11.3 Lane LOS A B _ Approach Delay (s) 0.0 3.0 11.3 Approach LOS B _ Intersection Summary - Average Delay 2.5 _ Intersection Capacity Utilization 38.5% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 8 Page 95 of 172 Lanes, Volumes, Timings Future Total 2028 4: Site Access & Blair Creek Drive AM Peak Hour Synchro 11 Report Page 9 Page 96 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (vph) 133 0 3 48 0 10 Future Volume (vph) 133 0 3 48 0 10 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected 0.997 Satd. Flow (prot) 1883 0 0 1878 1662 0 Flt Permitted 0.997 Satd. Flow (perm) 1883 0 0 1878 1662 0 Link Speed (k/h) 50 50 50 Link Distance (m) 74.2 198.6 32.6 Travel Time (s) 5.3 14.3 2.3 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Heavy Vehicles (%) 2% 2% 2% 2% 0% 0% Adj. Flow (vph) 145 0 3 52 0 11 Shared Lane Traffic (%) Lane Group Flow (vph) 145 0 0 55 11 0 _ Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 0.0 0.0 3.7 Link Offset(m) 0.0 0.0 0.0 - Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 _ Sign Control Free Free Stop Intersection Summary Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 17.0% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 9 Page 96 of 172 HCM Unsignalized Intersection Capacity Analysis Future Total 2028 4: Site Access & Blair Creek Drive AM Peak Hour Synchro 11 Report Page 10 Page 97 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (veh/h) 133 0 3 48 0 10 Future Volume (Veh/h) 133 0 3 48 0 10 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 145 0 3 52 0 11 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 145 203 145 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 145 203 145 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 100 100 99 cM capacity (veh/h) 1437 788 908 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 145 55 11 Volume Left 0 3 0 _ Volume Right 0 0 11 cSH 1700 1437 908 _ Volume to Capacity 0.09 0.00 0.01 Queue Length 95th (m) 0.0 0.0 0.3 _ Control Delay (s) 0.0 0.4 9.0 Lane LOS A A _ Approach Delay (s) 0.0 0.4 9.0 Approach LOS A _ Intersection Summary - Average Delay 0.6 _ Intersection Capacity Utilization 17.0% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 10 Page 97 of 172 Lanes, Volumes, Timings Future Total 2028 5: New Dundee Road & Site Access AM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Y Traffic Volume (vph) 8 283 217 9 40 16 Future Volume (vph) 8 283 217 9 40 16 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.995 0.962 Flt Protected 0.999 0.965 Satd. Flow (prot) 0 1882 1874 0 1748 0 Flt Permitted 0.999 0.965 Satd. Flow (perm) 0 1882 1874 0 1748 0 Link Speed (k/h) 48 48 48 Link Distance (m) 243.9 31.4 35.4 Travel Time (s) 18.3 2.4 2.7 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 9 308 236 10 43 17 Shared Lane Traffic (%) Lane Group Flow (vph) 0 317 246 0 60 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(m) 0.0 0.0 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 1.6 1.6 1.6 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 97 97 97 97 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 31.3% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 11 Page 98 of 172 HCM Unsignalized Intersection Capacity Analysis Future Total 2028 5: New Dundee Road & Site Access AM Peak Hour Movement EBL EBT WBT WBR SBL SBR Lane Configurations Y Traffic Volume (veh/h) 8 283 217 9 40 16 Future Volume (Veh/h) 8 283 217 9 40 16 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 9 308 236 10 43 17 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 191 pX, platoon unblocked vC, conflicting volume 246 567 241 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 246 567 241 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 91 98 cM capacity (veh/h) 1320 482 798 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 317 246 60 Volume Left 9 0 43 _ Volume Right 0 10 17 cSH 1320 1700 543 _ Volume to Capacity 0.01 0.14 0.11 Queue Length 95th (m) 0.2 0.0 2.8 _ Control Delay (s) 0.3 0.0 12.5 Lane LOS A B _ Approach Delay (s) 0.3 0.0 12.5 Approach LOS B _ Intersection Summary - Average Delay 1.3 _ Intersection Capacity Utilization 31.3% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 12 Page 99 of 172 Lanes, Volumes, Timings Future Total 2028 1: New Dundee Road & Robert Ferrie Drive PM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Vii t t r Vii r Traffic Volume (vph) 155 296 498 311 188 102 Future Volume (vph) 155 296 498 311 188 102 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 36.0 25.0 38.0 0.0 Storage Lanes 1 1 1 1 Taper Length (m) 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.850 0.850 Flt Protected 0.950 0.950 Satd. Flow (prot) 1807 1883 1902 1617 1807 1617 Flt Permitted 0.246 0.950 Satd. Flow (perm) 468 1883 1902 1617 1807 1617 Right Turn on Red Yes Yes Satd. Flow (RTOR) 185 110 Link Speed (k/h) 50 50 50 Link Distance (m) 160.0 358.0 156.1 Travel Time (s) 11.5 25.8 11.2 Peak Hour Factor 0.93 0.93 0.93 0.93 0.93 0.93 Heavy Vehicles (%) 1% 2% 1% 1% 1% 1% Adj. Flow (vph) 167 318 535 334 202 110 Shared Lane Traffic (%) Lane Group Flow (vph) 167 318 535 334 202 110 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(m) 3.7 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 7 4 8 6 Permitted Phases 4 8 6 Minimum Split (s) 14.5 59.0 44.5 44.5 31.0 31.0 Total Split (s) 14.5 59.0 44.5 44.5 31.0 31.0 Total Split (%) 16.1% 65.6% 49.4% 49.4% 34.4% 34.4% Maximum Green (s) 10.0 52.5 38.0 38.0 25.0 25.0 _ Yellow Time (s) 2.5 4.5 4.5 4.5 4.0 4.0 All -Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 _ Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 4.5 6.5 6.5 6.5 6.0 6.0 _ Lead/Lag Lead Lag Lag Lead -Lag Optimize? Yes Yes Yes _ Walk Time (s) 5.0 5.0 5.0 5.0 5.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 ' Pedestrian Calls (Whr) 0 0 0 0 0 Act Effct Green (s) 54.5 52.5 38.0 38.0 25.0 25.0 , Actuated g/C Ratio 0.61 0.58 0.42 0.42 0.28 0.28 Synchro 11 Report Page 1 Page 100 of 172 Lanes, Volumes, Timings Future Total 2028 1: New Dundee Road & Robert Ferrie Drive PM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR v/c Ratio 0.39 0.29 0.67 0.42 0.40 0.21 Control Delay 10.5 10.3 25.9 9.6 29.4 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.5 10.3 25.9 9.6 29.4 6.3 LOS B B C A C A Approach Delay 10.3 19.6 21.2 Approach LOS B B C Intersection Summary Area Type: Other Cycle Length: 90 Actuated Cycle Length: 90 Offset: 31.5 (35%), Referenced to phase 4:EBTL and 8:WBT, Start of Green Natural Cycle: 90 _ Control Type: Pretimed Maximum v/c Ratio: 0.67 _ Intersection Signal Delay: 17.2 Intersection LOS: B Intersection Capacity Utilization 75.3% ICU Level of Service D Analysis Period (min) 15 Splits and Phases: 1: New Dundee Road & Robert Ferrie Drive --00 ) 6 07 03 Synchro 11 Report Page 2 Page 101 of 172 Queues Future Total 2028 1: New Dundee Road & Robert Ferrie Drive PM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Group Flow (vph) 167 318 535 334 202 110 v/c Ratio 0.39 0.29 0.67 0.42 0.40 0.21 Control Delay 10.5 10.3 25.9 9.6 29.4 6.3 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 Total Delay 10.5 10.3 25.9 9.6 29.4 6.3 Queue Length 50th (m) 11.5 25.5 72.3 15.9 28.3 0.0� Queue Length 95th (m) 19.9 39.8 107.2 36.1 47.6 11.5 Internal Link Dist (m) 136.0 334.0 132.1 Turn Bay Length (m) 36.0 25.0 38.0 Base Capacity (vph) 432 1098 803 789 501 528 ' Starvation Cap Reductn 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 _ Storage Cap Reductn 0 0 0 0 0 0 Reduced v/c Ratio 0.39 0.29 0.67 0.42 0.40 0.21 Intersection Summary Synchro 11 Report Page 3 Page 102 of 172 HCM Signalized Intersection Capacity Analysis Future Total 2028 1: New Dundee Road & Robert Ferrie Drive PM Peak Hour Movement EBL EBT WBT WBR SBL SBR Lane Configurations Vii t t r Vii r Traffic Volume (vph) 155 296 498 311 188 102 Future Volume (vph) 155 296 498 311 188 102 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 4.5 6.5 6.5 6.5 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1807 1883 1902 1617 1807 1617 Flt Permitted 0.25 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 468 1883 1902 1617 1807 1617 Peak -hour factor, PHF 0.93 0.93 0.93 0.93 0.93 0.93 Adj. Flow (vph) 167 318 535 334 202 110 RTOR Reduction (vph) 0 0 0 107 0 79 Lane Group Flow (vph) 167 318 535 227 202 31 Heavy Vehicles (%) 1 % 2% 1 % 1 % 1 % 1 % Turn Type pm+pt NA NA Perm Prot Perm Protected Phases 7 4 8 6 - Permitted Phases 4 8 6 Actuated Green, G (s) 52.5 52.5 38.0 38.0 25.0 25.0 Effective Green, g (s) 52.5 52.5 38.0 38.0 25.0 25.0 Actuated g/C Ratio 0.58 0.58 0.42 0.42 0.28 0.28 Clearance Time (s) 4.5 6.5 6.5 6.5 6.0 6.0 Lane Grp Cap (vph) 421 1098 803 682 501 449 v/s Ratio Prot c0.04 0.17 c0.28 c0.11 v/s Ratio Perm 0.19 0.14 0.02 v/c Ratio 0.40 0.29 0.67 0.33 0.40 0.07 Uniform Delay, d1 11.3 9.4 20.9 17.5 26.4 23.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.8 0.7 4.3 1.3 2.4 0.3 Delay (s) 14.1 10.1 25.3 18.8 28.8 24.2 Level of Service B B C B C C Approach Delay (s) 11.5 22.8 27.2 Approach LOS B C C _ Intersection Summary HCM 2000 Control Delay 20.3 HCM 2000 Level of Service C _ HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 90.0 Sum of lost time (s) 17.0 _ Intersection Capacity Utilization 75.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Synchro 11 Report Page 4 Page 103 of 172 Lanes, Volumes, Timings Future Total 2028 2: Robert Ferrie Drive & Blair Creek Drive PM Peak Hour Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 7 3 79 12 2 7 127 322 26 8 197 7 Future Volume (vph) 7 3 79 12 2 7 127 322 26 8 197 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Util. 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 Frt 0.880 0.953 0.993 0.995 Flt Protected 0.996 0.973 0.987 0.998 Satd. Flow (prot) 0 1651 0 0 1746 0 0 1834 0 0 1870 0 Flt Permitted 0.996 0.973 0.987 0.998 Satd. Flow (perm) 0 1651 0 0 1746 0 0 1834 0 0 1870 0 Link Speed (k/h) 50 50 50 50 Link Distance (m) 198.6 164.7 156.1 103.3 Travel Time (s) 14.3 11.9 11.2 7.4 Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Heavy Vehicles (%) 2% 2% 2% 2% 2% 2% 2% 3% 2% 2% 2% 2% Adj. Flow (vph) 8 3 87 13 2 8 140 354 29 9 216 8 Shared Lane Traffic (%) Lane Group Flow (vph) 0 98 0 0 23 0 0 523 0 0 233 0 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) 0.0 0.0 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 24 14 24 14 Sign Control Stop Stop Free Free Intersection Summary Area Type: Other Control Type: Unsignalized qP Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 5 Page 104 of 172 HCM Unsignalized Intersection Capacity Analysis Future Total 2028 2: Robert Ferrie Drive & Blair Creek Drive PIM Peak Hour -11 --1. .4--- t t Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 7 3 79 12 2 7 127 322 26 8 197 7 Future Volume (Veh/h) 7 3 79 12 2 7 127 322 26 8 197 7 Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 0.91 Hourly flow rate (vph) 8 3 87 13 2 8 140 354 29 9 216 8 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 156 pX, platoon unblocked vC, conflicting volume 896 901 220 975 890 368 224 383 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 896 901 220 975 890 368 224 383 tC, single (s) 7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) _ tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 97 99 89 93 99 99 90 99 cM capacity (veh/h) 235 247 820 187 251 677 1345 1175 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 98 23 523 233 Volume Left 8 13 140 9 Volume Right 87 8 29 8 cSH 643 258 1345 1175 Volume to Capacity 0.15 0.09 0.10 0.01 Queue Length 95th (m) 4.1 2.2 2.6 0.2 _ Control Delay (s) 11.6 20.3 2.9 0.4 Lane LOS B C A A _ Approach Delay (s) 11.6 20.3 2.9 0.4 Approach LOS B C _ Intersection Summary - Average Delay 3.7 _ Intersection Capacity Utilization 52.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 6 Page 105 of 172 Lanes, Volumes, Timings Future Total 2028 I Reichert Drive & New Dundee Road PM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 7 Page 106 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (vph) 341 8 113 485 12 111 Future Volume (vph) 341 8 113 485 12 111 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 47.0 0.0 0.0 Storage Lanes 0 1 1 0 Taper Length (m) 7.6 7.6 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.997 0.878 Flt Protected 0.950 0.995 Satd. Flow (prot) 1879 0 1825 1902 1648 0 Flt Permitted 0.950 0.995 Satd. Flow (perm) 1879 0 1825 1902 1648 0 Link Speed (k/h) 50 50 50 Link Distance (m) 31.4 160.0 199.2 Travel Time (s) 2.3 11.5 14.3 Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Heavy Vehicles (%) 2% 0% 0% 1% 0% 2% Adj. Flow (vph) 379 9 126 539 13 123 Shared Lane Traffic (%) Lane Group Flow (vph) 388 0 126 539 136 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 3.7 3.7 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 7 Page 106 of 172 HCM Unsignalized Intersection Capacity Analysis Future Total 2028 3: Reichert Drive & New Dundee Road PM Peak Hour Synchro 11 Report Page 8 Page 107 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� t Y Traffic Volume (veh/h) 341 8 113 485 12 111 Future Volume (Veh/h) 341 8 113 485 12 111 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.90 0.90 0.90 0.90 0.90 0.90 Hourly flow rate (vph) 379 9 126 539 13 123 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 160 pX, platoon unblocked 0.79 vC, conflicting volume 388 1174 384 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 388 1088 384 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 89 92 81 cM capacity (veh/h) 1182 170 664 Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total 388 126 539 136 Volume Left 0 126 0 13 _ Volume Right 9 0 0 123 cSH 1700 1182 1700 520 _ Volume to Capacity 0.23 0.11 0.32 0.26 Queue Length 95th (m) 0.0 2.7 0.0 7.9 _ Control Delay (s) 0.0 8.4 0.0 14.4 Lane LOS A B _ Approach Delay (s) 0.0 1.6 14.4 Approach LOS B _ Intersection Summary - Average Delay 2.5 _ Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 8 Page 107 of 172 Lanes, Volumes, Timings Future Total 2028 4: Site Access & Blair Creek Drive PM Peak Hour Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 24.1% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 9 Page 108 of 172 --I- '4- Lane Group EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (vph) 83 0 10 130 0 6 Future Volume (vph) 83 0 10 130 0 6 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.865 Flt Protected 0.996 Satd. Flow (prot) 1883 0 0 1876 1629 0 Flt Permitted 0.996 Satd. Flow (perm) 1883 0 0 1876 1629 0 Link Speed (k/h) 50 50 50 Link Distance (m) 74.2 198.6 32.6 Travel Time (s) 5.3 14.3 2.3 Peak Hour Factor 0.76 0.76 0.76 0.76 0.76 0.76 Adj. Flow (vph) 109 0 13 171 0 8 Shared Lane Traffic (%) Lane Group Flow (vph) 109 0 0 184 8 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(m) 0.0 0.0 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 4.9 4.9 4.9 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 14 24 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 24.1% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 9 Page 108 of 172 HCM Unsignalized Intersection Capacity Analysis Future Total 2028 4: Site Access & Blair Creek Drive PM Peak Hour Synchro 11 Report Page 10 Page 109 of 172 Movement EBT EBR WBL WBT NBL NBR Lane Configurations 1� Y Traffic Volume (veh/h) 83 0 10 130 0 6 Future Volume (Veh/h) 83 0 10 130 0 6 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.76 0.76 0.76 0.76 0.76 0.76 Hourly flow rate (vph) 109 0 13 171 0 8 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 109 306 109 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 109 306 109 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 99 100 99 cM capacity (veh/h) 1481 680 945 Direction, Lane # EB 1 WB 1 NB 1 Volume Total 109 184 8 Volume Left 0 13 0 _ Volume Right 0 0 8 cSH 1700 1481 945 _ Volume to Capacity 0.06 0.01 0.01 Queue Length 95th (m) 0.0 0.2 0.2 _ Control Delay (s) 0.0 0.6 8.8 Lane LOS A A _ Approach Delay (s) 0.0 0.6 8.8 Approach LOS A _ Intersection Summary - Average Delay 0.6 _ Intersection Capacity Utilization 24.1% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 10 Page 109 of 172 Lanes, Volumes, Timings Future Total 2028 5: New Dundee Road & Site Access PM Peak Hour Lane Group EBL EBT WBT WBR SBL SBR Lane Configurations Y Traffic Volume (vph) 17 332 455 42 17 17 Future Volume (vph) 17 332 455 42 17 17 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.989 0.932 Flt Protected 0.998 0.976 Satd. Flow (prot) 0 1880 1863 0 1713 0 Flt Permitted 0.998 0.976 Satd. Flow (perm) 0 1880 1863 0 1713 0 Link Speed (k/h) 50 48 48 Link Distance (m) 243.9 31.4 35.4 Travel Time (s) 17.6 2.4 2.7 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Adj. Flow (vph) 18 361 495 46 18 18 Shared Lane Traffic (%) Lane Group Flow (vph) 0 379 541 0 36 0 Enter Blocked Intersection No No No No No No Lane Alignment Left Left Left Right Left Right Median Width(m) 0.0 0.0 3.7 Link Offset(m) 0.0 0.0 0.0 Crosswalk Width(m) 1.6 1.6 1.6 Two way Left Turn Lane Headway Factor 0.99 0.99 0.99 0.99 0.99 0.99 Turning Speed (k/h) 24 14 24 14 Sign Control Free Free Stop Intersection Sum Area Type: Other Control Type: Unsignalized Intersection Capacity Utilization 41.3% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 11 Page 110 of 172 HCM Unsignalized Intersection Capacity Analysis Future Total 2028 5: New Dundee Road & Site Access PM Peak Hour Movement EBL EBT WBT WBR SBL SBR Lane Configurations 4 Y Traffic Volume (veh/h) 17 332 455 42 17 17 Future Volume (Veh/h) 17 332 455 42 17 17 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 18 361 495 46 18 18 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 191 pX, platoon unblocked 0.80 0.80 0.80 vC, conflicting volume 541 915 518 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 296 766 268 tC, single (s) 4.1 6.4 6.2 tC, 2 stage (s) tF (s) 2.2 3.5 3.3 p0 queue free % 98 94 97 cM capacity (veh/h) 1008 290 614 Direction, Lane # EB 1 WB 1 SB 1 Volume Total 379 541 36 Volume Left 18 0 18 _ Volume Right 0 46 18 cSH 1008 1700 394 _ Volume to Capacity 0.02 0.32 0.09 Queue Length 95th (m) 0.4 0.0 2.3 _ Control Delay (s) 0.6 0.0 15.0 Lane LOS A C _ Approach Delay (s) 0.6 0.0 15.0 Approach LOS C _ Intersection Summary - Average Delay 0.8 _ Intersection Capacity Utilization 41.3% ICU Level of Service A Analysis Period (min) 15 Synchro 11 Report Page 12 Page 111 of 172 ARCADY Roundabout Capacity Analysis New Dundee Road at Robert Ferrie Drive Turning Movement Forecasts CO CO LO u- L I 0 (n T♦I � 0 195 M 3 M 71 New Dundee Rd 59 312 96 195 F New Dundee Rd 291 rn �n 76 7 —,,P► I dir M V O 00 567 I� 439 New Dundee Rd 156 283 W 464 New Dundee Rd 'V� 769 467 623 — Page 112 of 172 m � � m LL W 464 New Dundee Rd 'V� 769 467 623 — Page 112 of 172 ARCADY Roundabout Capacity Analysis New Dundee Road at Robert Ferrie Drive Geometric Design Parameters Conceptual Design Geometry SB Robert Ferrie Dr 7.00 8.00 30 20 55 EB New Dundee Rd 7.00 8.00 30 20 55 NB 7.00 8.00 30 20 55 WB New Dundee Rd 7.00 8.00 30 20 55 Other Inputs - - - - ii Adjustment SB Robert Ferrie Dr 30 0 2.0 ONE HOUR 0.89 EB New Dundee Rd 30 0 2.0 ONE HOUR 0.89 NB 30 0 2.0 ONE HOUR 0.89 WB New Dundee Rd 30 0 2.0 ONE HOUR 0.89 Capacity Analysis Results 2028FB AM Peak Hour 25 FALSE FALSE 25 FALSE FALSE 25 FALSE FALSE 25 FALSE FALSE AdjustmentIntersection Residual Capacity SB Robert Ferrie Dr <25 2.49 0.24 A EB New Dundee Rd <25 2.51 0.20 A 226% EB New Dundee Rd <5 A WB New Dundee Rd <25 2.11 0.14 A [EB New Dundee Road] NB - - - - ii Adjustment SB Robert Ferrie Dr <25 1.99 0.20 A EB New Dundee Rd <25 2.01 0.17 A 287% WB New Dundee Rd <5 A WB New Dundee Rd <25 1.74 0.12 A [EB New Dundee Road] NB 2028FB PM Peak Hour SB Robert Ferrie Dr <25 2.53 0.17 A EB New Dundee Rd <25 2.45 0.23 A 126% <5 A WB New Dundee Rd <25 3.09 0.39 A [WB New Dundee Road] NB - - - - ii Adjustment SB Robert Ferrie Dr <25 2.02 0.14 A EB New Dundee Rd <25 1.97 0.19 A 168% <5 A WB New Dundee Rd <25 2.36 0.33 A [WB New Dundee Road] NB - - - - Page 113 of 172 ARCADY Roundabout Capacity Analysis New Dundee Road at Robert Ferrie Drive Turning Movement Forecasts v r� W COCO m I LL t98 N 01 1 o � 203 AF— 203 - 327 New Dundee Rd 301 406 � rn New Dundee Rd 684 J 59 74 3 — 347 1 Ir 0 M CV O -N L � "'312 0)) n o CO 499 fir^ 499 602 I� 453 i New Dundee Rd■■■■ 156 j 297 41 New Dundee Rd 811 642 P � � 1 `L m o New Dundee Rd .. _ ., New Dundee Rd Page 114 of 172 ARCADY Roundabout Capacity Analysis New Dundee Road at Robert Ferrie Drive Geometric Design Parameters Conceptual Design Geometry SB Robert Ferrie Dr 7.00 8.00 30 20 55 EB New Dundee Rd 7.00 8.00 30 20 55 NB 7.00 8.00 30 20 55 WB New Dundee Rd 7.00 8.00 30 20 55 Other Inputs - - - - ii Adjustment SB Robert Ferrie Dr 30 0 2.0 ONE HOUR 0.89 EB New Dundee Rd 30 0 2.0 ONE HOUR 0.89 NB 30 0 2.0 ONE HOUR 0.89 WB New Dundee Rd 30 0 2.0 ONE HOUR 0.89 Capacity Analysis Results 2028FT AM Peak Hour 25 FALSE FALSE 25 FALSE FALSE 25 FALSE FALSE 25 FALSE FALSE AdjustmentIntersection Residual Capacity SB Robert Ferrie Dr <25 2.51 0.24 A EB New Dundee Rd <25 2.58 0.22 A 206% EB New Dundee Rd <5 A WB New Dundee Rd <25 2.12 0.15 A [EB New Dundee Road] NB - - - - ii Adjustment SB Robert Ferrie Dr <25 2.01 0.20 A EB New Dundee Rd <25 2.05 0.19 A 263% WB New Dundee Rd <5 A WB New Dundee Rd <25 1.75 0.13 A [EB New Dundee Road] NB 2028FT PM Peak Hour SB Robert Ferrie Dr <25 2.59 0.17 A EB New Dundee Rd <25 2.48 0.23 A 116% <5 A WB New Dundee Rd <25 3.20 0.41 A [WB New Dundee Road] NB - - - - ii Adjustment SB Robert Ferrie Dr <25 2.06 0.14 A EB New Dundee Rd <25 1.99 0.20 A 156% <5 A WB New Dundee Rd <25 2.43 0.35 A [WB New Dundee Road] NB - - - - Page 115 of 172 Appendix E AutoTURN Circulation Review Page 116 of 172 II I IS Ail all �I I lil i�al�b IBM p�00 m I II I IS Ail all �I I lil i�al�b IBM ) 1i eA pO z ® Q w Z eaa=A r o o Z w<C) 00 > rr -in ) 1i cf) 0//111 h � I V >m eaf_0,o Q��z coK I _ _ ' iA6r�AtlhAll�=i s 0 %\, W 1 f7 f7 f7 f7 f7 f7 f7 1 f7 till IN iiiii c qm `-1i I c� `= c 00 C Q �----------- /o r c� o > ------ Hill III ��ii Al —'--- E: Ir s 0 %\, 3 r q o o Z w o jm co I 'w=AtlhAll�=i s X11 W 1 t _ __ Eld `] _ r— `� `Zl i Q ----------- ow ri �Ic= 0o �0 - Hill III 00 i o� -- s X11 ghd.com -+ The Power of Commitment Region of Waterloo January 29, 2024 Connie Owen City of Kitchener 200 King Street West P.O. Box 1118 Kitchener, ON N2G 4G7 PLANNING, DEVELOPMENT AND LEGISLATIVE SERVICES 150 Frederick Street, Sth Floor Kitchener ON N2G 4A Canada Telephone: 519-575-4400 TTY: 519-575-4608 Fax: 519-575-4449 www. reg i o n ofwate r l o o. ca File No.: D20-20/ VAR KIT GEN (1) 12/ 628 NEW DUNDEE ROAD FUSION HOMES Subject: Committee of Adjustment Meeting February 20, 2024, City of Kitchener Regional staff has reviewed the following Committee of Adjustment applications and have the following comments: 1) A 2024 - 012 — 628 New Dundee Road — No Concerns. 2) A 2024 — 013 — 49 Madison Avenue North — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings would have impacts from environmental noise from environmental noise (transportation & stationary) in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. 3) A 2024 — 014 — 132 Merner Avenue — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings may have impacts from environmental noise from environmental noise from the local municipal street system in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. Document Number: 4591659 Page 1 of 2 Page 124 of 172 4) A 2024 - 015 — 50 Mountain Mint Crescent — No concerns. 5) A 2024 - 016 — 962 Guelph Street — No concerns. Please be advised that any development on the subject lands is subject to the provisions of the Regional Development Charge By-law 19-037 or any successor thereof and may require payment of Regional Development Charges for these developments prior to the issuance of a building permit. The comments contained in this letter pertain to the Application numbers listed. If a site is subject to more than one application, additional comments may apply. Please forward any decisions on the above-mentioned Application numbers to the undersigned. Yours Truly, Joginder Bhatia Transportation Planner C (226) 753-0368 CC: Mariah Blake, City of Kitchener CofA(a)Kitchener. ca 2 Page 125 of 172 February 2, 2024 Administration Centre: 400 Clyde Road, P.O. Box 729 Cambridge, ON N1 R 5W6 Phone: 519-621-2761 Toll free: 1-866-900-4722 Fax: 519-621-4844 www.grandriver.ca Mariah Blake Secretary -Treasurer Committee of Adjustment City of Kitchener 200 King Street West Kitchener, ON, N2G 4G7 Dear Ms. Blake, Re: Committee of Adjustment Meeting - February 20, 2024 Applications for Minor Variance A 2024-012 628 New Dundee Road A 2024-013 49 Madison Avenue North A 2024-014 132 Merner Avenue A 2024-015 50 Mountain Mint Crescent A 2024-016 962 Guelph Street Application for Consent B 2024-003 140 Highland Road East via email Grand River Conservation Authority (GRCA) staff has reviewed the above -noted applications. GRCA has no objection to the approval of the above applications. The subject properties do not contain any natural hazards such as watercourses, floodplains, shorelines, wetlands, or valley slopes. The properties are not subject to Ontario Regulation 150/06 and, therefore, a permission from GRCA is not required. Should you have any questions, please contact me at aherreman(a-)_grand river. ca or 519-621-2763 ext. 2228. Sincerely, Andrew Herreman, CPT Resource Planning Technician Grand River Conservation Authority Member of Conservation Ontario, representing Ontario's 36 Conservation Authorities I The Grand — A Canadian Heritage River Page 126 of 172 Staff Report r JR Development Services Department www.kitchener.ca REPORT TO: Committee of Adjustment DATE OF MEETING: February 20, 2024 SUBMITTED BY: Tina Malone -Wright, Manager, Development Approvals 519-741-2200 ext. 7765 PREPARED BY: Arwa Alzoor, Planner, 519-741-2200 ext. 7847 WARD(S) INVOLVED: Ward 10 DATE OF REPORT: January 26, 2024 REPORT NO.: DSD -2024-069 SUBJECT: Minor Variance Application A2024-013 49 Madison Avenue North RECOMMENDATION: That Minor Variance Application A2024-013 for 49 Madison Avenue North requesting relief from the following sections of Zoning By-law 85-1: i) Section 5.33 a) to permit no pedestrian entrance to the principal building from the street line fagade instead of the minimum required one (1) pedestrian entrance on the street line facade; ii) Section 6.1.2 a) to permit one parking space (existing) instead of the minimum required five parking spaces (1 parking space per dwelling unit); iii) Section 41.2.6 to permit a lot width of 14 metres instead of the minimum required 15 metres; and iv) Section 41.2.6 to permit a rear yard setback of 6.5 metres instead of the minimum required 7.5 metres; to facilitate a rear addition to the existing single detached dwelling on the subject property to enable the conversion to a multiple dwelling containing 5 dwelling units, generally in accordance with drawings prepared by Arhiss Architectural Sustainability Smart Solution Studio, revised December 19, 2023, BE APPROVED. REPORT HIGHLIGHTS: The purpose of this report is to review minor variances for a rear addition to allow the conversion of a single detached dwelling into a multiple dwelling having 5 dwelling units with a reduced lot width, rear yard setback, no front fagade pedestrian entrance and a parking reduction. The key finding of this report is that the requested minor variances meet the 4 tests of the Planning Act. There are no financial implications. *** This information is available in accessible formats upon request. *** Please call 519-741-2345 or TTY 1-866-969-9994 for assistance. Page 127 of 172 Community engagement included a notice sign being placed on the property advising that a Committee of Adjustment application has been received, notice of the application was mailed to all property owners within 30 metres of the subject property and this report was posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. This report supports the delivery of core services. BACKGROUND: The subject property is located south of Weber Street East and east of Cedar Street North in the King East Neighbourhood. It currently contains two-storey Single Detached Dwelling with a side yard driveway that leads to the parking space. The purpose of this application is to allow for a rear yard addition to enable the conversion of the building into a multiple dwelling having 5 dwelling units. Figure 1: Location Map Page 128 of 172 'I. - �. -✓� 141 1 �~I Figure 2: Zoning Map 4 - The subject property is identified as `Major Transit Station Area' on Map 2 — Urban Structure and is designated `Medium Density Multiple Residential' on Map 10 — King Street East Neighbourhood Secondary Plan for Land Use in the City's 1994 Official Plan. The property is zoned `Residential Seven Zone (R-7)' in Zoning By-law 85-1. The purpose of the application is to facilitate a three-storey rear addition to the existing single detached dwelling to convert it to a multiple dwelling having 5 dwelling units. Minor Variances are requested to permit'. • a reduced lot width; • a reduced rear yard setback; • a reduced parking rate; one parking space instead of the minimum required five parking spaces; and • no pedestrian entrance on the street line fagade of the proposed Multiple Dwelling. Page 129 of 172 /PROPERTY LINE .%SIDE YARD SETBACK 1.5m 45W .� NIYLRW/I/Mi� M TING d I _ �PRIYATE PATIO o :I FOR GROUND UNIT �ENTRANCE� roses rmw+n 'PERTY LINE / eAsting jE C� 2 storey house 12ssa kmSTMFENCE0ISM sEr>sassm { U 'HARED "" PATIO — 41 — —� uIJ�Q� . �llU ILl . _ J FOR ALL UNIT5 L� ___ -_ r }_ _ _ `4ROPERTYLINE /f �NG FENCE ROPELTYlINE NG NEIGHBORING GARAGE NEW TO REMAIN DE YARD SETBACK 1.5m CDNNEC TING 0 1 2 3 4 5 1D 15m WALKWAY Figure 3: Excerpt of Site Plan Drawing Planning staff conducted a site inspection on Friday, February 02nd 2024 Figure 4: Front view of the existing single detached dwelling Page 130 of 172 Figure 5: North side yard with the existing driveway REPORT: Planning Comments: In considering the four tests for the minor variances as outlined in Section 45(1) of the Planning Act, R.S.O, 1990 Chap. P 13, as amended, Planning staff offers the following comments: General Intent of the Official Plan The `Medium Density Multiple Residential' in the King Street East Secondary Plan permits multiple dwellings as a permitted use up to a Maximum Floor Space Ratio of 2.0. As per Official Plan Policy 4.C.1.8. c) "New additions and modifications to existing buildings are to be directed to the rear yard and are to be discouraged in the front yard and side yard abutting a street, except where it can be demonstrated that the addition Page 132 of 172 fi r i t Figure 5: North side yard with the existing driveway REPORT: Planning Comments: In considering the four tests for the minor variances as outlined in Section 45(1) of the Planning Act, R.S.O, 1990 Chap. P 13, as amended, Planning staff offers the following comments: General Intent of the Official Plan The `Medium Density Multiple Residential' in the King Street East Secondary Plan permits multiple dwellings as a permitted use up to a Maximum Floor Space Ratio of 2.0. As per Official Plan Policy 4.C.1.8. c) "New additions and modifications to existing buildings are to be directed to the rear yard and are to be discouraged in the front yard and side yard abutting a street, except where it can be demonstrated that the addition Page 132 of 172 and/or modification is compatible in scale, massing, design and character of adjacent properties and is in keeping with the character of the streetscape." The subject property is located within a `Major Transit Station Area' and will be redesignated and rezoned as part of the Growing Together Project which was considered at Planning & Strategic Initiatives Committee on January 29, 2024. The proposed OPA and ZBA is intended to go back to Council for further consideration on March 18, 2024. The proposal meets the intent of the Official Plan and will meet the intent of the proposed Growing Together Official Plan Amendment. General Intent of the Zoning By-law The subject property is proposed to be zoned `Low Rise Growth Area Zone (SGA -1)' in new Zoning By-law 2019-051 as part of the Growing Together Zoning By-law Amendment. The `SGA -1' zone may permit existing buildings to be converted to a multiple dwelling with 4 or more dwelling units, subject only to the applicable minimum lot width, minimum lot area, parking spaces on a driveway in the front and exterior side yard, and maximum non- residential gross floor area of Table 6-3. The `SGA -1' zone requires a minimum lot width of 12 metres and a minimum lot area of 450 squares metres for a multiple dwelling having 5 to 10 dwelling units. The lot width of 14 metres and the lot area of 522 square metres of the subject property will meet these new requirements. The `SGA -1' zone will require a minimum rear yard setback of 7.5 metres and the minimum street line facade openings requirement will be 20%. There will be no minimum parking requirement for multiple dwellings. Lot width: The intent of the lot width regulation is to ensure that the use has sufficient amenity space, landscaped area, fire emergency access, and parking. The subject property has a slightly lower lot width than the required for multiple dwellings. The property will still have sufficient amenity area in the rear yard and side yard setbacks of 1.5 metres to allow for access to the rear yard from both sides. The lot width of the subject property will comply with the new `SGA -1' zone. Rear yard setback: The intent of the rear yard setback regulation is to maintain privacy in order to reduce the impact of overlooking in addition to creating a more aesthetically pleasing environment and amenity space with more green space. The provided 6.5 metre rear yard setback will still maintain privacy and provide sufficient green space and amenity space. Parking reduction: The intent of the regulation that requires one parking space per dwelling unit is to ensure that adequate vehicle storage can be provided on-site. The property is located within a Major Transit Station Area (MTSA) and is within walking distance of Light Rail Transit. In addition, a Grand River Transit bus stop for Route 8 is located very close to the subject property. The applicant also proposes to provide bicycle storage to encourage the use of active transportation options. The parking reduction is in keeping with the intent of the Growing Together proposed zoning in MTSA areas. Page 133 of 172 One pedestrian entrance at the front facade: The intent of the regulation to have one pedestrian entrance on the front elevation is to create an active street fagade for multiple dwellings. The front of the building is existing, and there are no changes proposed to the front part of the existing single detached dwelling. The requirement for one pedestrian entrance on the front fagade will be replaced with a requirement for a minimum amount of street line fagade openings in the new zoning by-law. The street line fagade openings of 28% will meet the minimum required 20% in the new `SGA -1' zone. PROPERTY LINE PROPERTY LINE FRONT ELEVA'nON (OPENINGS 28%) Figure 8: Proposed Front Elevation The Planning Staff is of the opinion that the requested variances meet the general intent of the Zoning By-law. Is/Are the Effects of the Variance(s) Minor? The requested variances to Zoning By-law 85-1 can be considered minor as the lot width, fagade openings and parking requirement will meet the new `SGA -1' zone and parking requirements of Zoning By-law 2019-051.The rear yard setback is proposed to be 6.5 metres, which is only 1.0 metre less than the minimum required and will sufficiently function in providing an appropriate setback and amenity area. Therefore, the effects of the variances can be considered minor. Is/Are the Variance(s) Desirable For The Appropriate Development or Use of the Land, Building and/or Structure? The variances are desirable and appropriate as they will support residential intensification in a MTSA and create additional housing units and support the City's Housing Pledge. Page 134 of 172 Environmental Planning Comments: As there are no natural heritage features/functions contained on the subject property and there are no trees in area of rear yard addition Environmental Planning staff have no concerns. Heritage Planning Comments: No comments. Building Division Comments: The Building Division has no objections to the proposed variance provided building permit for the addition and change of use is obtained prior to construction. Please contact the Building Division at building(akitchener.ca with any questions. Engineering Division Comments: No concerns. Parks/Operations Division Comments: Advisory comment: Parkland Dedication will be required for proposed residential units to be assessed at the required Building Permit application and paid prior to the issuance of the Building Permit. An estimate of the required parkland dedication is $15,320.00. Transportation Planning Comments: Transportation Services can support the requested parking variance as the variance meets the intent of the Growing Together proposed zoning. Region of Waterloo Comments: There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings would have impacts from environmental noise from environmental noise (transportation and stationery) in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. Grand River Conservation Authority Comments: GRCA has no objection to the approval of the above applications. The subject properties do not contain any natural hazards such as watercourses, floodplains, shorelines, wetlands, or valley slopes. The properties are not subject to Ontario Regulation 150/06 and, therefore, permission from GRCA is not required. STRATEGIC PLAN ALIGNMENT: This report supports the delivery of core services. FINANCIAL IMPLICATIONS: Capital Budget — The recommendation has no impact on the Capital Budget. Operating Budget — The recommendation has no impact on the Operating Budget. Page 135 of 172 COMMUNITY ENGAGEMENT: INFORM — This report has been posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. A notice sign was placed on the property advising that a Committee of Adjustment application has been received. The sign advises interested parties to find additional information on the City's website or by emailing the Planning Division. A notice of the application was mailed to all property owners within 30 metres of the subject property. PREVIOUS REPORTS/AUTHORITIES: • Planning Act • Provincial Policy Statement (PPS 2020) • A Place to Grow: Growth Plan for the Greater Golden Horseshoe, 2020 • Regional Official Plan • Official Plan (2014) • City of Kitchener Secondary Plan • Zoning By-law 85-1 • Draft Official Plan Amendment- Growing together • Draft Zoning By-law Amendment- Growing together Page 136 of 172 Region of Waterloo January 29, 2024 Connie Owen City of Kitchener 200 King Street West P.O. Box 1118 Kitchener, ON N2G 4G7 PLANNING, DEVELOPMENT AND LEGISLATIVE SERVICES 150 Frederick Street, Sth Floor Kitchener ON N2G 4A Canada Telephone: 519-575-4400 TTY: 519-575-4608 Fax: 519-575-4449 www. reg i o n ofwate r l o o. ca File No.: D20-20/ VAR KIT GEN (1) 12/ 628 NEW DUNDEE ROAD FUSION HOMES Subject: Committee of Adjustment Meeting February 20, 2024, City of Kitchener Regional staff has reviewed the following Committee of Adjustment applications and have the following comments: 1) A 2024 - 012 — 628 New Dundee Road — No Concerns. 2) A 2024 — 013 — 49 Madison Avenue North — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings would have impacts from environmental noise from environmental noise (transportation & stationary) in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. 3) A 2024 — 014 — 132 Merner Avenue — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings may have impacts from environmental noise from environmental noise from the local municipal street system in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. Document Number: 4591659 Page 1 of 2 Page 137 of 172 4) A 2024 - 015 — 50 Mountain Mint Crescent — No concerns. 5) A 2024 - 016 — 962 Guelph Street — No concerns. Please be advised that any development on the subject lands is subject to the provisions of the Regional Development Charge By-law 19-037 or any successor thereof and may require payment of Regional Development Charges for these developments prior to the issuance of a building permit. The comments contained in this letter pertain to the Application numbers listed. If a site is subject to more than one application, additional comments may apply. Please forward any decisions on the above-mentioned Application numbers to the undersigned. Yours Truly, Joginder Bhatia Transportation Planner C (226) 753-0368 CC: Mariah Blake, City of Kitchener CofA(a)Kitchener. ca 2 Page 138 of 172 February 2, 2024 Administration Centre: 400 Clyde Road, P.O. Box 729 Cambridge, ON N1 R 5W6 Phone: 519-621-2761 Toll free: 1-866-900-4722 Fax: 519-621-4844 www.grandriver.ca Mariah Blake Secretary -Treasurer Committee of Adjustment City of Kitchener 200 King Street West Kitchener, ON, N2G 4G7 Dear Ms. Blake, Re: Committee of Adjustment Meeting - February 20, 2024 Applications for Minor Variance A 2024-012 628 New Dundee Road A 2024-013 49 Madison Avenue North A 2024-014 132 Merner Avenue A 2024-015 50 Mountain Mint Crescent A 2024-016 962 Guelph Street Application for Consent B 2024-003 140 Highland Road East via email Grand River Conservation Authority (GRCA) staff has reviewed the above -noted applications. GRCA has no objection to the approval of the above applications. The subject properties do not contain any natural hazards such as watercourses, floodplains, shorelines, wetlands, or valley slopes. The properties are not subject to Ontario Regulation 150/06 and, therefore, a permission from GRCA is not required. Should you have any questions, please contact me at aherreman(a-)_grand river. ca or 519-621-2763 ext. 2228. Sincerely, Andrew Herreman, CPT Resource Planning Technician Grand River Conservation Authority Member of Conservation Ontario, representing Ontario's 36 Conservation Authorities I The Grand — A Canadian Heritage River Page 139 of 172 Staff Report r JR Development Services Department www.kitchener.ca REPORT TO: Committee of Adjustment DATE OF MEETING: February 20, 2024 SUBMITTED BY: Tina Malone -Wright, Manager, Development Approvals 519-741-2200 ext. 7765 PREPARED BY: Tim Seyler, Senior Planner, 519-741-2200 ext. 7860 WARD(S) INVOLVED: Ward 10 DATE OF REPORT: February 7, 2024 REPORT NO.: DSD -2024-079 SUBJECT: Minor Variance Application A2024-014 —132 Merner Avenue RECOMMENDATION: That Minor Variance Application A2024-014 for 132 Merner Avenue requesting relief from the following Sections of Zoning By-law 2019-051: i) Section 4.12.2 e) to permit a lot width of 12.8 metres instead of the minimum required 13.1 metres; ii) Section 5.3.1, Table 5-1 to permit a required parking space to be 5.2 metres in length instead of the minimum required length of 5.5 metres; iii) Section 5.3.3 a) ii) to permit two required parking spaces to be located 5.2 metres from the street (property) line instead of the minimum required 6 metres; iv) Section 7.3, Table 7-2 to permit an exterior side yard setback of 1.5 metres instead of the minimum required 4.5 metres, an interior side yard setback of 1.07 metres instead of the minimum 1.2 metres and a rear yard setback of 4.3 metres instead of the minimum required 7.5 metres; to facilitate the conversion of a Single Detached Dwelling with one (1) Additional Dwelling Unit (ADU) (Attached) to a Single Detached Dwelling with two (2) Additional Dwelling Units (ADU) (Attached), for a total of 3 dwelling units on the subject property, generally in accordance with drawings prepared by Southwood Homes Architectural Design, December 21, 2023, BE APPROVED. REPORT HIGHLIGHTS: The purpose of this report is to review an application for minor variances to facilitate the conversion of an existing single detached dwelling with an attached additional dwelling unit (duplex dwelling) to a single detached dwelling with 2 attached additional dwelling units, for a total of 3 dwelling units on the property. There are no financial implications. *** This information is available in accessible formats upon request. *** Please call 519-741-2345 or TTY 1-866-969-9994 for assistance. Page 140 of 172 Community engagement included a notice sign being placed on the property advising that a Committee of Adjustment application has been received, notice of the application was mailed to all property owners within 30 metres of the subject property and this report was posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. This report supports the delivery of core services. BACKGROUND: The subject property is located at the corner of Merner Avenue and Krug Street. The subject lands are surrounded by low rise residential uses. Figure 1: Subject property — 132 Merner Avenue The subject property is identified as `Community Area' on Map 2 — Urban Structure and is designated `Low Rise Residential' on Map 3 — Land Use in the City's 2014 Official Plan. The property is zoned `Low Rise Residential Four Zone (RES -4)' in Zoning By-law 2019- 051. The purpose of the application is to facilitate the conversion of an existing single detached dwelling with one attached additional dwelling unit (duplex dwelling) to a single detached dwelling with 2 attached additional dwelling units, for a total of 3 dwelling units on the subject property. The conversion is within the existing building footprint and no additional building expansions are proposed. The variances are required for the required parking spaces and their location and to the building setbacks all to recognize existing conditions. To staff's knowledge there has not been a history of neighbouring complaints. Page 141 of 172 Figure 2: Proposed parking layout Figure 3: Side view of 132 Merner Avenue (Krug Street Side) -tic Page 142 of 172 o EX. LOT LINE +/- 37.3 M LINE OF BLDG 1.2 M BLDG SETBACK z� LINE Cr BLDG - CV J m LINE OF BLDG y U � Y { o m EXISTING BUNGALOW 132 MERNER AVE o J r EX. BUILDING AREA = 214 SM m p I ~O o m m o a Fz K W `2 X W"56 m 2 LO W x LINE OF BLDG 12 M BLDG SETBACK,0; 4,57 EX LOT LINE +/- 37.3 M •, r EXISTING SIDEWALK< 4.57*457 M EDGE OF 4.57Mx4.57 M KRUG STREET V15I9ILITY TRIANGLE DRIVEWAY VISIBILITY TRIANGLE Figure 2: Proposed parking layout Figure 3: Side view of 132 Merner Avenue (Krug Street Side) -tic Page 142 of 172 W Figure 4: Front view of 132 Merner Avenue REPORT: Planning Comments: In considering the four tests for the minor variances as outlined in Section 45(1) of the Planning Act, R.S.O, 1990 Chap. P 13, as amended, Planning staff offers the following comments: General Intent of the Official Plan The subject property is designated `Low Rise Residential' in the City's Official Plan. This designation permits low density forms of housing such as single detached dwellings with two attached dwelling units. The proposed variances meet the intent of the Official Plan which encourages a range of different forms of housing and encourages a mix of residential uses in residential areas. The proposed variance conforms to the designation, and it is the opinion of staff that the requested variances meet the general intent of the Official Plan. General Intent of the Zoning By-law Parkinq location and size The intent of the parking regulation to permit only one parking space with 6.0 metres of the street line, is to ensure that the side yard does not primarily function as a parking area, and that there is adequate separation from the street line to accommodate vehicles without impacting or impeding pedestrian use of the sidewalk right of way. The parking area is currently within an existing garage which is located 5.2 metres from the side lot line. There are no proposed changes to the existing garage which has existed without issues. The intent of the parking regulation for the size of a parking space to be 5.5 metres in length is to ensure that the parking space can accommodate the majority of vehicle sizes. Page 143 of 172 The reduced length of 5.2 metres will still accommodate a wide variety of vehicle sizes without encroaching into the right of way. Staff is of the opinion that the variances for parking meet the general intent of the Zoning By -Law. Lot width The general intent of the minimum lot width requirement of 13.1 metres is to ensure that there is adequate space for required parking, emergency access, setbacks and amenity space on the lot. Staff is of the opinion that the proposed lot width of 12.8 metres meets the general intent of the By-law, as there are no changes to the existing footprint of the building. Rear and side yard setbacks The general intent of the minimum rear yard setback of 7.5 metres, exterior side yard setback of 4.5 metres, and interior side yard setback of 1.2 metres is to ensure there is adequate space for access, amenity space and provide adequate separation to the adjacent properties. There are no planned expansions of the existing building that is currently on the lot. All of the renovations proposed to add an additional unit within the property are interior to the building. The existing conditions of the property indicate that there have been no concerns with how the property functions currently. Staff are of the opinion that the proposed reduction in rear yard to 4.3 metres, exterior side yard to 1.5 metres and interior side yard of 1.07 metres all meet the general intent of the Zoning By- law. Is/Are the Effects of the Variance(s) Minor? Staff is of the opinion that the requested variances are minor as the variances will legalize and existing condition with no additions to the building and help provide increased density within the existing neighbourhood. The proposed variances will not present any significant impacts to adjacent properties or the overall neighbourhood. Is/Are the Variance(s) Desirable For The Appropriate Development or Use of the Land, Building and/or Structure? The proposed variance is desirable and appropriate for the development and use of the land as its approval will facilitate the addition of an additional dwelling unit within an existing building, which is permitted and will contribute to the neighbourhood's housing stock and the City's Housing Pledge. Environmental Planning Comments: No environmental planning concerns. Heritage Planning Comments: No heritage planning concerns. Building Division Comments: The Building Division has no objections to the proposed variance. A Building Permit Application has been made for the change of use to a triplex and is currently under review. Page 144 of 172 Engineering Division Comments: No engineering division concerns. Parks/Operations Division Comments: No concerns or comments. Transportation Planning Comments: Transportation Services have no concerns with the reduced parking setback being requested, going from the required 6.0 metres to 5.2 metres. Also, as this is an existing condition, Transportation Services have no concerns with the reduced parking space length being requested, going from the required 5.5 metres to 5.2 metres. Region of Waterloo Comments: There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings may have impacts from environmental noise from environmental noise from the local municipal street system in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. STRATEGIC PLAN ALIGNMENT: This report supports the delivery of core services. FINANCIAL IMPLICATIONS: Capital Budget — The recommendation has no impact on the Capital Budget. Operating Budget — The recommendation has no impact on the Operating Budget. COMMUNITY ENGAGEMENT: INFORM — This report has been posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. A notice sign was placed on the property advising that a Committee of Adjustment application has been received. The sign advises interested parties to find additional information on the City's website or by emailing the Planning Division. A notice of the application was mailed to all property owners within 30 metres of the subject property. PREVIOUS REPORTS/AUTHORITIES: • Planning Act • Provincial Policy Statement (PPS 2020) • A Place to Grow: Growth Plan for the Greater Golden Horseshoe, 2020 • Regional Official Plan • Official Plan (2014) • Zoning By-law 2019-051 Page 145 of 172 Region of Waterloo January 29, 2024 Connie Owen City of Kitchener 200 King Street West P.O. Box 1118 Kitchener, ON N2G 4G7 PLANNING, DEVELOPMENT AND LEGISLATIVE SERVICES 150 Frederick Street, Sth Floor Kitchener ON N2G 4A Canada Telephone: 519-575-4400 TTY: 519-575-4608 Fax: 519-575-4449 www. reg i o n ofwate r l o o. ca File No.: D20-20/ VAR KIT GEN (1) 12/ 628 NEW DUNDEE ROAD FUSION HOMES Subject: Committee of Adjustment Meeting February 20, 2024, City of Kitchener Regional staff has reviewed the following Committee of Adjustment applications and have the following comments: 1) A 2024 - 012 — 628 New Dundee Road — No Concerns. 2) A 2024 — 013 — 49 Madison Avenue North — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings would have impacts from environmental noise from environmental noise (transportation & stationary) in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. 3) A 2024 — 014 — 132 Merner Avenue — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings may have impacts from environmental noise from environmental noise from the local municipal street system in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. Document Number: 4591659 Page 1 of 2 Page 146 of 172 4) A 2024 - 015 — 50 Mountain Mint Crescent — No concerns. 5) A 2024 - 016 — 962 Guelph Street — No concerns. Please be advised that any development on the subject lands is subject to the provisions of the Regional Development Charge By-law 19-037 or any successor thereof and may require payment of Regional Development Charges for these developments prior to the issuance of a building permit. The comments contained in this letter pertain to the Application numbers listed. If a site is subject to more than one application, additional comments may apply. Please forward any decisions on the above-mentioned Application numbers to the undersigned. Yours Truly, Joginder Bhatia Transportation Planner C (226) 753-0368 CC: Mariah Blake, City of Kitchener CofA(a)Kitchener. ca 2 Page 147 of 172 February 2, 2024 Administration Centre: 400 Clyde Road, P.O. Box 729 Cambridge, ON N1 R 5W6 Phone: 519-621-2761 Toll free: 1-866-900-4722 Fax: 519-621-4844 www.grandriver.ca Mariah Blake Secretary -Treasurer Committee of Adjustment City of Kitchener 200 King Street West Kitchener, ON, N2G 4G7 Dear Ms. Blake, Re: Committee of Adjustment Meeting - February 20, 2024 Applications for Minor Variance A 2024-012 628 New Dundee Road A 2024-013 49 Madison Avenue North A 2024-014 132 Merner Avenue A 2024-015 50 Mountain Mint Crescent A 2024-016 962 Guelph Street Application for Consent B 2024-003 140 Highland Road East via email Grand River Conservation Authority (GRCA) staff has reviewed the above -noted applications. GRCA has no objection to the approval of the above applications. The subject properties do not contain any natural hazards such as watercourses, floodplains, shorelines, wetlands, or valley slopes. The properties are not subject to Ontario Regulation 150/06 and, therefore, a permission from GRCA is not required. Should you have any questions, please contact me at aherreman(a-)_grand river. ca or 519-621-2763 ext. 2228. Sincerely, Andrew Herreman, CPT Resource Planning Technician Grand River Conservation Authority Member of Conservation Ontario, representing Ontario's 36 Conservation Authorities I The Grand — A Canadian Heritage River Page 148 of 172 Staff Report r J R Development Services Department www.kitchener.ca REPORT TO: Committee of Adjustment DATE OF MEETING: February 20, 2024 SUBMITTED BY: Tina Malone -Wright, Manager, Development Approvals 519-741-2200 ext. 7765 PREPARED BY: Tara Zhang, Planner 519-741-2200 ext. 7760 WARD(S) INVOLVED: 5 DATE OF REPORT: February 7, 2024 REPORT NO.: DSD -2024-082 SUBJECT: Minor Variance Application A2024-015 50 Mountain Mint Crescent RECOMMENDATION: That Minor Variance Application A2024-015 for 50 Mountain Mint Crescent requesting relief from Section 4.12.3 i) of Zoning By-law 2019-051 to permit a minimum lot width of 9.6 metres instead of minimum required 13.1 metres to facilitate the development of an Additional Dwelling Unit (ADU) (Detached) in the rear of the existing Single Detached Dwelling, generally in accordance with drawings prepared by Southwood Homes, dated January 4, 2024, BE APPROVED. REPORT HIGHLIGHTS: • The purpose of this report is to review a minor variance application to facilitate the construction of an Additional Dwelling Unit (ADU) (Detached). • There are no financial implications. • Community engagement included a notice sign being placed on the property advising that a Committee of Adjustment application has been received, notice of the application was mailed to all property owners within 30 metres of the subject property and this report was posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. • This report supports the delivery of core services. BACKGROUND: The subject property is in the Laurentian West neighbourhood with the closest intersection at Fischer Hallman Road and Ottawa Street South. The subject property is identified as `Community Areas' on Map 2 — Urban Structure and is designated `Low Rise Residential' on Map 3 — Land Use in the City's 2014 Official Plan. *** This information is available in accessible formats upon request. *** Please call 519-741-2345 or TTY 1-866-969-9994 for assistance. Page 149 of 172 The property is zoned `Low Rise Residential Four Zone (RES -4)' in Zoning By-law 2019- 051. The applicant would like to construct an Additional Dwelling Unit (Detached) in the rear yard. The proposed development requires a minor variance as the existing pie -shaped lot has a deficient narrow front lot width for a Detached ADU. Figure 1: Aerial view of the subject property Planning staff conducted a site inspection on Friday, February 2nd, 2024. Page 150 of 172 Figure 2: Site Plan eaa�nvc ssruer 4Y �' arm �y Figure 3: Front view of the site is MAPS exssrc rro x I PART 48 I EX51W + SWOLE FAWLY AID. 50 `---- �I (20&09m) Figure 3: Front view of the site is MAPS exssrc rro x I PART 48 + SWOLE FAWLY ` RfSIDENRAL ■ ■ r ■ _ 7.94 xJ� 1 PROPOSE 1—STOREY n x aoarnoreu DWELLING UNIT [7B.Qsm] +p6 r PART 49 Rf r (RES -4) t■ PART 23 BLOCK 7 — REGISTERED PLAN 58M-16 PART 24 SdNGLE FAUXY -1 RFSlaFNM e Page 151 of 172 REPORT: Planning Comments: In considering the four tests for the minor variances as outlined in Section 45(1) of the Planning Act, R.S.O, 1990 Chap. P 13, as amended, Planning staff offers the following comments: General Intent of the Official Plan The subject property is designated `Low Rise Residential' in the City's Official Plan. The intent of this land use designation is to permit a variety of low-density residential uses including Additional Dwelling Units (ADUs), both Attached and Detached. The minor variance to permit an ADU on the subject lot meets the general intent of the Official Plan. General Intent of the Zoning By-law The general intent of the zoning regulation requiring a 13.1 metre lot width is to ensure adequate emergency access, a 1.1 metre wide walkway, and that there is sufficient space in the rear yard for amenity and an additional dwelling unit on the property. As shown in the site plan, the proposed development meets the required emergency access and the lot area is 798.4 m2, which is significantly greater than the minimum required 395 m2 lot area. Staff is of the opinion that the requested variance to allow a reduced lot width meets the general intent of the Zoning By-law. Is/Are the Effects of the Variance(s) Minor? Staff is of the opinion that the effects of the requested variance will be minor as the reduced lot width does not have any significant impacts to the adjacent properties or the overall neighbourhood and will not inhibit the functioning of the subject property to provide an additional dwelling unit. Is/Are the Variance(s) Desirable For The Appropriate Development or Use of the Land, Building and/or Structure? Planning staff is of the opinion that the requested variance is desirable and appropriate as it will facilitate a gentle form of intensification and support the City's Housing Pledge. Environmental Planning Comments: No natural heritage or Tree Preservation Areas in this part of Mountain Mint Cres. No concerns. Heritage Planning Comments: No comments. Building Division Comments: The Building Division has no objections to the proposed variance provided building permit for the detached additional dwelling unit is obtained prior to construction. Please contact the Building Division at building(akitchener.ca with any questions. Engineering Division Comments: The side yard currently accommodates overland stormwater flows from the rear yard. A sidewalk is required to the rear yard in accordance with the Zoning By-law. The final Page 152 of 172 grading of this property shall not adversely affect the drainage of adjacent properties or the overall grading control plan. The Owner is responsible to address storm water drainage at the Building Permit stage. Parks/Operations Division Comments: No concerns. Transportation Planning Comments: Transportation Services have no concerns with this application. STRATEGIC PLAN ALIGNMENT: This report supports the delivery of core services. FINANCIAL IMPLICATIONS: Capital Budget — The recommendation has no impact on the Capital Budget. Operating Budget — The recommendation has no impact on the Operating Budget. COMMUNITY ENGAGEMENT: INFORM — This report has been posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. A notice sign was placed on the property advising that a Committee of Adjustment application has been received. The sign advises interested parties to find additional information on the City's website or by emailing the Planning Division. A notice of the application was mailed to all property owners within 30 metres of the subject property. PREVIOUS REPORTS/AUTHORITIES: • Planning Act • Provincial Policy Statement (PPS 2020) • A Place to Grow: Growth Plan for the Greater Golden Horseshoe, 2020 • Regional Official Plan • Official Plan (2014) • Zoning By-law 2019-051 Page 153 of 172 Region of Waterloo January 29, 2024 Connie Owen City of Kitchener 200 King Street West P.O. Box 1118 Kitchener, ON N2G 4G7 PLANNING, DEVELOPMENT AND LEGISLATIVE SERVICES 150 Frederick Street, Sth Floor Kitchener ON N2G 4A Canada Telephone: 519-575-4400 TTY: 519-575-4608 Fax: 519-575-4449 www. reg i o n ofwate r l o o. ca File No.: D20-20/ VAR KIT GEN (1) 12/ 628 NEW DUNDEE ROAD FUSION HOMES Subject: Committee of Adjustment Meeting February 20, 2024, City of Kitchener Regional staff has reviewed the following Committee of Adjustment applications and have the following comments: 1) A 2024 - 012 — 628 New Dundee Road — No Concerns. 2) A 2024 — 013 — 49 Madison Avenue North — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings would have impacts from environmental noise from environmental noise (transportation & stationary) in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. 3) A 2024 — 014 — 132 Merner Avenue — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings may have impacts from environmental noise from environmental noise from the local municipal street system in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. Document Number: 4591659 Page 1 of 2 Page 154 of 172 4) A 2024 - 015 — 50 Mountain Mint Crescent — No concerns. 5) A 2024 - 016 — 962 Guelph Street — No concerns. Please be advised that any development on the subject lands is subject to the provisions of the Regional Development Charge By-law 19-037 or any successor thereof and may require payment of Regional Development Charges for these developments prior to the issuance of a building permit. The comments contained in this letter pertain to the Application numbers listed. If a site is subject to more than one application, additional comments may apply. Please forward any decisions on the above-mentioned Application numbers to the undersigned. Yours Truly, Joginder Bhatia Transportation Planner C (226) 753-0368 CC: Mariah Blake, City of Kitchener CofA(a)Kitchener. ca 2 Page 155 of 172 February 2, 2024 Administration Centre: 400 Clyde Road, P.O. Box 729 Cambridge, ON N1 R 5W6 Phone: 519-621-2761 Toll free: 1-866-900-4722 Fax: 519-621-4844 www.grandriver.ca Mariah Blake Secretary -Treasurer Committee of Adjustment City of Kitchener 200 King Street West Kitchener, ON, N2G 4G7 Dear Ms. Blake, Re: Committee of Adjustment Meeting - February 20, 2024 Applications for Minor Variance A 2024-012 628 New Dundee Road A 2024-013 49 Madison Avenue North A 2024-014 132 Merner Avenue A 2024-015 50 Mountain Mint Crescent A 2024-016 962 Guelph Street Application for Consent B 2024-003 140 Highland Road East via email Grand River Conservation Authority (GRCA) staff has reviewed the above -noted applications. GRCA has no objection to the approval of the above applications. The subject properties do not contain any natural hazards such as watercourses, floodplains, shorelines, wetlands, or valley slopes. The properties are not subject to Ontario Regulation 150/06 and, therefore, a permission from GRCA is not required. Should you have any questions, please contact me at aherreman(a-)_grand river. ca or 519-621-2763 ext. 2228. Sincerely, Andrew Herreman, CPT Resource Planning Technician Grand River Conservation Authority Member of Conservation Ontario, representing Ontario's 36 Conservation Authorities I The Grand — A Canadian Heritage River Page 156 of 172 Staff Report r J R Development Services Department www.kitchener.ca REPORT TO: Committee of Adjustment DATE OF MEETING: February 20, 2024 SUBMITTED BY: Tina Malone -Wright, Manager, Development Approvals 519-741-2200 ext. 7765 PREPARED BY: Craig Dumart, Senior Planner, 519-741-2200 ext. 7073 WARD(S) INVOLVED: Ward 1 DATE OF REPORT: February 7, 2024 REPORT NO.: DSD -2024-085 SUBJECT: Minor Variance Application A2024-016 — 962 Guelph Street RECOMMENDATION: That Minor Variance Application A2024-016 for 962 Guelph Street requesting relief from Section 20.1 of Zoning By-law 85-1 to permit a "Pet Aquamation" use as a permitted use in the 'General Industrial Zone (M-2)' to facilitate the reuse of the existing building for a use not currently permitted in the 'M-2' Zone and Zoning By- law 85-1, BE APPROVED. REPORT HIGHLIGHTS: • The purpose of this report is to review an application for a minor variance to permit the existing building to be used for a `Pet Aquamation' use. • There are no financial implications. • Community engagement included a notice sign being placed on the property advising that a Committee of Adjustment application has been received, notice of the application was mailed to all property owners within 30 metres of the subject property and this report was posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. • This report supports the delivery of core services. BACKGROUND: The subject property is located near the intersection of Guelph Street and Spring Valley Road and currently developed with a vacant industrial building. The subject property is identified as `Industrial Employment Areas' on Map 2 — Urban Structure and is designated `General Industrial' on Map 19- North Ward Neighbourhood Secondary Plan in the City of Kitchener's Official Plan. *** This information is available in accessible formats upon request. *** Please call 519-741-2345 or TTY 1-866-969-9994 for assistance. Page 157 of 172 The property is zoned 'General Industrial Zone (M-2)' in Zoning By-law 85-1 which permits a wide range of industrial and commercial uses such as manufacturing, Research and Development Establishment, Veterinary Services, and Laboratories among other uses. The purpose of the application is to recommend the approval of a variance to permit 'Pet Aquamation' as use in the existing building as the use is currently not permitted in the 'M-2' Zone and Zoning By-law 85-1. Pet Aquamation is the eco -friendly alternative to cremations and burials which uses water to return the pet back to nature (the process of hydrolysis). City Planning staff conducted a site inspection of the property on February 1, 2024. Figure 1: Location Map — 962 Guelph Street Figure 2: Existing Building at 962 Guelph Street Page 158 of 172 REPORT: Planning Comments: In considering the four tests for the minor variances as outlined in Section 45(1) of the Planning Act, R.S.O, 1990 Chap. P 13, as amended, Planning staff offers the following comments: General Intent of the Official Plan The subject property is identified as `Industrial Employment Areas' on Map 2 — Urban Structure and is designated `General Industrial' on Map 19- North Ward Neighbourhood Secondary Plan in the City of Kitchener's Official Plan. The General Industrial designation allows provides for opportunities for a wide range of manufacturing and industrial business uses; technical/scientific businesses; transportation depots; truck transport terminals; veterinary services; and warehouses. Staff is of the opinion that the minor variance to add `Pet Aquamation" use as a permitted use is consistent with the General Industrial land use designation and meets the general intent of the Official Plan. General Intent of the Zoning By-law The subject property is zoned `General Industrial Zone (M-2)' in Zoning By-law 85-1 which permits a wide range of commercial and industrial uses such as manufacturing, Research and Development Establishment, Veterinary Services, and Laboratories among others. Given that an `Pet Aquamation" is not a permitted use in Zoning By-law 85-1 but is similar in use to a Laboratory and has similar operations to a Research and Development Establishment, and components of the operation of a Veterinary Services all which are permitted in the M-2 zone. Staff is of the opinion that a Pet Aquamation operation in the existing building on the subject property would meet the intent of the Zoning By-law. Is/Are the Effects of the Variance(s) Minor? The parking requirement for `All Other Uses Not Otherwise Listed Above in the By-law is 1 parking space for each 40.0 square metres of gross floor area which accommodates such use.' The subject property, with a building which is 116 square metres in gross floor area, would need to provide 3 parking spaces and 3 parking spaces can easily be accommodated on the subject property. The requested variance is considered minor as the Zoning By-law currently allows for similar uses. The effects of adding `Pet Aquamation' as a permitted use will be minor and staff are of the opinion the new use will not have any negative impacts on the adjacent or surrounding properties and will not negatively impact the functioning of the industrial employment area. Is/Are the Variance(s) Desirable for The Appropriate Development or Use of the Land, Building and/or Structure? Staff is of the opinion that the proposed variance is desirable and appropriate, as it will allow the applicant to operate a new unique business in the existing vacant building. Page 159 of 172 Environmental Planning Comments: No Concerns. Heritage Planning Comments: No concerns. Building Division Comments: The Building Division has no objections to the proposed variance provided building permit for the for any interior renovations is obtained prior to construction. Please contact the Building Division at building(a-)kitchener.ca with any questions. Engineering Division Comments: No concerns. Parks/Operations Division Comments: No concerns. Transportation Planning Comments: No concerns. STRATEGIC PLAN ALIGNMENT: This report supports the delivery of core services. FINANCIAL IMPLICATIONS: Capital Budget — The recommendation has no impact on the Capital Budget. Operating Budget — The recommendation has no impact on the Operating Budget. COMMUNITY ENGAGEMENT: INFORM — This report has been posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. A notice sign was placed on the property advising that a Committee of Adjustment application has been received. The sign advises interested parties to find additional information on the City's website or by emailing the Planning Division. A notice of the application was mailed to all property owners within 30 metres of the subject property. PREVIOUS REPORTS/AUTHORITIES: • Planning Act • Provincial Policy Statement (PPS 2020) • A Place to Grow: Growth Plan for the Greater Golden Horseshoe, 2020 • Regional Official Plan • Official Plan (2014) • North Ward Secondary Plan • Zoning By-law 85-1 Page 160 of 172 Region of Waterloo January 29, 2024 Connie Owen City of Kitchener 200 King Street West P.O. Box 1118 Kitchener, ON N2G 4G7 PLANNING, DEVELOPMENT AND LEGISLATIVE SERVICES 150 Frederick Street, Sth Floor Kitchener ON N2G 4A Canada Telephone: 519-575-4400 TTY: 519-575-4608 Fax: 519-575-4449 www. reg i o n ofwate r l o o. ca File No.: D20-20/ VAR KIT GEN (1) 12/ 628 NEW DUNDEE ROAD FUSION HOMES Subject: Committee of Adjustment Meeting February 20, 2024, City of Kitchener Regional staff has reviewed the following Committee of Adjustment applications and have the following comments: 1) A 2024 - 012 — 628 New Dundee Road — No Concerns. 2) A 2024 — 013 — 49 Madison Avenue North — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings would have impacts from environmental noise from environmental noise (transportation & stationary) in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. 3) A 2024 — 014 — 132 Merner Avenue — There are no concerns/conditions for this application. However, the applicants are advised that the existing and the proposed dwellings may have impacts from environmental noise from environmental noise from the local municipal street system in the vicinity, and the owners are responsible for ensuring that the proposed development does not have any impacts from the environmental noise in the vicinity. Document Number: 4591659 Page 1 of 2 Page 161 of 172 4) A 2024 - 015 — 50 Mountain Mint Crescent — No concerns. 5) A 2024 - 016 — 962 Guelph Street — No concerns. Please be advised that any development on the subject lands is subject to the provisions of the Regional Development Charge By-law 19-037 or any successor thereof and may require payment of Regional Development Charges for these developments prior to the issuance of a building permit. The comments contained in this letter pertain to the Application numbers listed. If a site is subject to more than one application, additional comments may apply. Please forward any decisions on the above-mentioned Application numbers to the undersigned. Yours Truly, Joginder Bhatia Transportation Planner C (226) 753-0368 CC: Mariah Blake, City of Kitchener CofA(a)Kitchener. ca 2 Page 162 of 172 February 2, 2024 Administration Centre: 400 Clyde Road, P.O. Box 729 Cambridge, ON N1 R 5W6 Phone: 519-621-2761 Toll free: 1-866-900-4722 Fax: 519-621-4844 www.grandriver.ca Mariah Blake Secretary -Treasurer Committee of Adjustment City of Kitchener 200 King Street West Kitchener, ON, N2G 4G7 Dear Ms. Blake, Re: Committee of Adjustment Meeting - February 20, 2024 Applications for Minor Variance A 2024-012 628 New Dundee Road A 2024-013 49 Madison Avenue North A 2024-014 132 Merner Avenue A 2024-015 50 Mountain Mint Crescent A 2024-016 962 Guelph Street Application for Consent B 2024-003 140 Highland Road East via email Grand River Conservation Authority (GRCA) staff has reviewed the above -noted applications. GRCA has no objection to the approval of the above applications. The subject properties do not contain any natural hazards such as watercourses, floodplains, shorelines, wetlands, or valley slopes. The properties are not subject to Ontario Regulation 150/06 and, therefore, a permission from GRCA is not required. Should you have any questions, please contact me at aherreman(a-)_grand river. ca or 519-621-2763 ext. 2228. Sincerely, Andrew Herreman, CPT Resource Planning Technician Grand River Conservation Authority Member of Conservation Ontario, representing Ontario's 36 Conservation Authorities I The Grand — A Canadian Heritage River Page 163 of 172 Staff Report r JR Development Services Department www.kitchener.ca REPORT TO: Committee of Adjustment DATE OF MEETING: February 20, 2024 SUBMITTED BY: Tina Malone -Wright, Manager, Development Approvals 519-741-2200 ext. 7765 PREPARED BY: Brian Bateman, Senior Planner, 519-741-2200 ext. 7869 WARD(S) INVOLVED: Ward 9 DATE OF REPORT: February 2, 2024 REPORT NO.: DSD -2024-075 SUBJECT: Consent Application B2024-003 — 140 Highland Road East RECOMMENDATION: That Consent Application B2024-003 for 140 Highland Road East requesting consent to create a triangular-shaped easement having a length of 13 metres along Spadina Road East, 7.6 metres along the shared property line between 140 Highland Road East and 270 Spadina Road East, and having an area of 40.2 square metres for the purposes of providing accessible walkway access in favour of and to 270 Spadina Road East, BE APPROVED subject to the following conditions: 1. That the property owner's solicitor shall provide draft transfer documents and associated fees for the Certificate of Official to the satisfaction of the Secretary -Treasurer and City Solicitor, if required. 2. That the property owner shall obtain a tax certificate from the City of Kitchener to verify that there are no outstanding taxes on the subject property(ies) to the satisfaction of the City's Revenue Division. 3. That the property owner provides a digital file of the deposited reference plan(s) prepared by an Ontario Land Surveyor in PDF and either .dwg (AutoCad) or .dgn (Microstation) format, as well as two full size paper copies of the plan(s). The digital file needs to be submitted according to the City of Kitchener's Digital Submission Standards to the satisfaction of the City's Mapping Technologist. 4. That the Transfer Easement document(s) required to create the Easement(s) being approved herein shall include the following, and shall be approved by the City Solicitor in consultation with the City's Director, Development and Housing Approvals: *** This information is available in accessible formats upon request. *** Please call 519-741-2345 or TTY 1-866-969-9994 for assistance. Page 164 of 172 a) a clear and specific description of the purpose of the Easement(s) and of the rights and privileges being granted therein (including detailed terms and/or conditions of any required maintenance, liability and/or cost sharing provisions related thereto); and b) a clause/statement/wording confirming that the Easement(s) being granted shall be maintained and registered on title in perpetuity and shall not be amended, released or otherwise dealt with without the express written consent of the City. 5. That a satisfactory Solicitor's Undertaking, to register the approved Transfer Easement(s) and to immediately thereafter provide copies thereof to the City Solicitor, be provided to the City Solicitor. REPORT HIGHLIGHTS: • The purpose of this report is to review an application for consent to create an easement to facilitate an accessible access over lands addressed as 140 Highland Road East in favour of 270 Spadina Road East. • There are no financial implications. • Community engagement included a notice sign being placed on the property advising that a Committee of Adjustment application has been received, notice of the application was mailed to all property owners within 30 metres of the subject property and this report was posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. • This report supports the delivery of core services. BACKGROUND: The subject property is located at the northeast corner of Highland Road East and Spadina Road East. It is currently vacant but is proposed to be re -developed with a multiple dwelling having a maximum height of 17 storeys. The property (270 Spadina Road East) directly adjacent to the subject property contains an existing 6 -storey multiple dwelling with a recent building addition almost completed. The applicant is proposing an access easement over 140 Highland Road East in favour of 270 Spadina Road East, as shown in Figure 2. This is to allow an accessible entrance walkway into the 270 Spadina building entrance. A triangular-shaped easement is proposed to provide flexibility in the event the entrance walkway needs to be shifted. As can be seen from Figure 1, the grades are a challenge at the entrance location to 270 Spadina Road East in order to provide an accessible access. Page 165 of 172 Figure 1 - Photo of subject lands - February 2, 2024. SITE STATISTICS MULTI -RESIDENTIAL Z^ir-•:=`-41R&1IXiH NW9MdLYiI 1 ` Fb. SPare Ratio- 5.16 B. :: •:; ..-:-:;; 1.QW(42%) NOTE: ALL ASPHALT AFEASTO L=•;::-:.---.-- 41W(12%) BE DERNEO'MNH 0.I5MHI(01 k:- '. -.-.-) sx Ar 1.551rrr(46%) POURED L'ONCRETE C9 FUNG <�= I 1 "' 1 ` — j aB°Or j ai j _ • -� -Am of Easement in Favour of 240 3ij _ �% �-:' Spadina Road East (40.2m±) HIGHLAND ROAD EAST REVISED SITE PLAN APPLICATION No. SITEPLAN fl 5 1 JMLARY 71.2024 SUBDIVISION LOT 17, PART OF LOTS 2 & 366, REGISTERED PLAN 183 SPADINA HOLDING (KITCHENER) CORPORATION SCALE I_:1(IU Glfy of Kitchener CAD FILE 140 KGHLAND ROAD EAST DATE: NOVEMBER 15.2023 DEVELOPMENT SERVICES DEPARTMENT SP -DWG Figure 2 - Proposed Site Plan showing Area of Easement Page 166 of 172 The subject lands are located within a `Neighbourhood Node' in the 2014 Kitchener Official Plan. Neighbourhood Nodes are identified as a Secondary Intensification Areas in the City of Kitchener's Official Plan on Map 2 — Urban Structure. Through 2023 Official Plan Amendment and Zoning By-law Amendments Applications, the subject lands were designated `High Density Commercial Residential' with a Special Policy through OPA 129 within Mill Courtland Woodside Park Secondary Plan to allow for a Floor Space Ratio of 5.17 and a building height of 17 storeys in the building form shown in Figure 2 above. The corresponding zoning is `Commercial Residential Three Zone (CR -3) with Special Regulation Provision 791 R and Holding Provision 103H' in Zoning By-law 85-1. Site Plan Application SP23/023/S/BB for 270 Spadina Road East to facilitate some minor changes to the grading of the front/principal entrance of the building and the elimination of some of proposed retaining walls is currently under review. Site Plan Application SP24/007/H/BB for 130-140 Highland Road East, for the lands subject to this Consent Application, is proposing a seventeen (17) storey rental apartment building with 210 dwelling units and is currently under review. REPORT: Planning Comments: In considering all the relevant Provincial legislation, Regional and City policies and regulations, Planning staff offer the following comments: Provincial policies require `accessible housing' and encourage a `Compact Built Form'; land use pattern that encourages the efficient use of land and walkable Neighbourhoods. Walkable neighbourhoods can be characterized by destinations that are easily accessible by transit and active transportation, sidewalks with minimal interruptions for vehicle access, and a pedestrian -friendly environment along roads to encourage active transportation. The Regional Official Plan supports liveability of our urban areas with design and infrastructure being used to help the region become a desirable, accessible and safe community that places significant importance on providing choice and maintaining and fostering a high quality of life. It is also socially desirable for urban transportation systems and infrastructure to provide affordable, accessible and effective mobility to all members of the community Policies in the City's Official Plan (2014) support the accessible walkways in Universal and Building Design. Consent is the appropriate process to obtain such an easement over an adjacent property. Universal Design 11.C.1.16. The City will encourage new sites to be designed, existing sites to be redeveloped, the public realm and community infrastructure to be planned to be barrier -free and universal accessibility by all citizens. In this regard, the Page 167 of 172 City will enforce the Ontario Building Code and other accessibility related legislation and regulations. Building Design, Massing and Scale Design 11.C.1.31. The City will ensure new buildings are designed, existing buildings are redeveloped, expanded, converted or renovated to enhance pedestrian and cycling usability, respects and reinforce human scale, create streetscapes that are accessible, safe and have a functional relationship to the street, and contribute to rich and vibrant urban places. Consents 17.E.20.4. Consents may be permitted for the creation of a new lot, boundary adjustments, rights of -way, easements, long-term leases and to convey additional lands to an abutting lot provided an undersized lot is not created. Planning Conclusions/Comments: With respect to the criteria for the subdivision of land listed in Section 51(24) of the Planning Act, R.S.O. 1990, c.P.13, staff is satisfied that the creation of the easement is desirable, appropriate and in the public interest and it will facilitate the development of an accessible walkway access to the building addressed as 270 Spadina Road East. Environmental Planning Comments: No concerns. Heritage Planning Comments: No concerns. Building Division Comments: The Building Division has no objections to the proposed consent. Engineering Division Comments: No concerns but the easement should be shown on approved site plan. Parks/Operations Division Comments: No concerns and no requirements. Transportation Planning Comments: Transportation Services have no concerns with the proposed consent application. Grand River Conservation Authority: The GRCA has no objections to the application. Region of Waterloo Comments: No concerns and no requirements. STRATEGIC PLAN ALIGNMENT: This report supports the delivery of core services. Page 168 of 172 FINANCIAL IMPLICATIONS: Capital Budget — The recommendation has no impact on the Capital Budget. Operating Budget — The recommendation has no impact on the Operating Budget. COMMUNITY ENGAGEMENT: INFORM — This report has been posted to the City's website with the agenda in advance of the Committee of Adjustment meeting. A notice sign was placed on the property advising that a Committee of Adjustment application has been received. The sign advises interested parties to find additional information on the City's website or by emailing the Planning Division. A notice of the application was mailed to all property owners within 30 metres of the subject property. PREVIOUS REPORTS/AUTHORITIES: • Planning Act • Provincial Policy Statement (PPS 2014) • A Place to Grow: Growth Plan for the Greater Golden Horseshoe, 2020 • Regional Official Plan (ROP) • Official Plan (2014) • Mill Courtland Woodside Park Secondary Plan • Zoning By-law 85-1 Page 169 of 172 N* Region of Waterloo VIA EMAIL Connie Owen Administrative Clerk, Legislative Services City of Kitchener 200 King Street West Kitchener, ON N2G 4G7 PLANNING, DEVELOPMENT AND LEGISLATIVE SERVICES Commissioner's Office 150 Frederick Street, 8" floor Kitchener Ontario N2G 4B Canada Telephone: 519-575-4400 Fax: 519-575-4449 www.regionofwaterloo.ca Erica Ali File: D20-20/24 KIT February 5, 2024 Re: Comments on Consent Applications - B 2024-003 Committee of Adjustment Hearing February 20th, 2024 City of Kitchener Please accept the following as the Regional planning comments for the above -stated consent application to be considered at the above -noted Committee of Adjustment Hearing. Document Number: 4565411 Page 170 of 172 B 2024-003 140 Highland Rd E MHBC (Pierre J Chauvin) / Spadina Holding Corporation (c% Vive Development Corporation) The applicant is submitting a consent application to create an easement for the purposes of access in favour of and to 270 Spadina Road East. The easement will allow for the creation of an accessible walkway leading to the front door of 270 Spadina Rd E, which partially overlaps the adjacent property, 140 Highland Rd E. Triangular in shape, the easement will have a length of 13m along Spadina Road East, a width of 7.6m along the shared property line between 140 Highland Road East and 270 Spadina Road East, and an area of 40.2 sq.m. Regional Fee: Regional Staff are in receipt of the required consent review fee. Regional Staff has no objection to this application General Comments: Any future development on the lands subject to the above -noted consent applications will be subject to the provisions of Regional Development Charge By-law 19-037 or any successor thereof. Prior to final approval, City staff must be in receipt of the above - noted Regional condition clearances. Please accept this letter as our request for a copy of the staff reports, decisions and minutes pertaining to each of the consent applications noted above. Should you require Regional Staff to be in attendance at the meeting or have any questions, please do not hesitate to contact the undersigned. Thank you, Erica Ali Planner, Community Planning Version: 1 Page 171 of 172 February 2, 2024 Administration Centre: 400 Clyde Road, P.O. Box 729 Cambridge, ON N1 R 5W6 Phone: 519-621-2761 Toll free: 1-866-900-4722 Fax: 519-621-4844 www.grandriver.ca Mariah Blake Secretary -Treasurer Committee of Adjustment City of Kitchener 200 King Street West Kitchener, ON, N2G 4G7 Dear Ms. Blake, Re: Committee of Adjustment Meeting - February 20, 2024 Applications for Minor Variance A 2024-012 628 New Dundee Road A 2024-013 49 Madison Avenue North A 2024-014 132 Merner Avenue A 2024-015 50 Mountain Mint Crescent A 2024-016 962 Guelph Street Application for Consent B 2024-003 140 Highland Road East via email Grand River Conservation Authority (GRCA) staff has reviewed the above -noted applications. GRCA has no objection to the approval of the above applications. The subject properties do not contain any natural hazards such as watercourses, floodplains, shorelines, wetlands, or valley slopes. The properties are not subject to Ontario Regulation 150/06 and, therefore, a permission from GRCA is not required. Should you have any questions, please contact me at aherreman(a-)_grand river. ca or 519-621-2763 ext. 2228. Sincerely, Andrew Herreman, CPT Resource Planning Technician Grand River Conservation Authority Member of Conservation Ontario, representing Ontario's 36 Conservation Authorities I The Grand — A Canadian Heritage River Page 172 of 172