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HomeMy WebLinkAboutDSD-2024-086 - 628 New Dundee Road - A 2024-012Staff 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 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