ENVIRONMENTAL STUDY REPORT

Strasburg Road Extension From North of Stauffer Drive To New Dundee Road Class Environmental Assessment ENVIRONMENTAL STUDY REPORT APPENDICES Volume II October 2013

Strasburg Road Extension Environmental Study Report From North of Stauffer Drive to New Dundee Road October 2013 APPENDIX D* TECHNICAL SUPPORT MATERIAL D.1 Traffic D.1 (a) Traffic Report D.1 (b) Screening Assessment D.1 (c) Additional Traffic Scope Technical Memorandum D.2 Natural Environment D.3 Supplementary Land Use Information D.4 Noise Impact Assessment D.5 Air Quality Assessment D.6 Cultural Heritage Assessment Report D.7 Archaeological Resources D.8 Drainage and Stormwater Management *Information in some of these appendices reflects impact assessment analyses from Stage 1 of the comparative assessment of Strasburg Road Extension alignments. For Stage 2 comparative assessment results please refer to Appendix C.3. 331650-4E-Rev 1

Strasburg Road Extension Environmental Study Report From North of Stauffer Drive to New Dundee Road October 2013 APPENDIX D.1 TRAFFIC [The comprehensive documentation of the traffic analysis in Appendix D.1 includes a screening of the roundabout option for the Strasburg Road Extension intersections with the Robert Ferrie Drive Extension, the Blair Creek Drive Extension and New Dundee Road/Reidel Drive-Cameron Road that were part of the original (2011) Technically Preferred Alignment (Alignment E4 Modified). It should be noted that these intersections have not been included in the subsequent roundabout screening for the Strasburg Road Extension/New Dundee Road intersection that is part of the new (2013) Technically Preferred Alignment (Alignment W1). The location and configuration of the Strasburg Road Extension/Robert Ferrie Drive Extension intersection will be determined through a separate planning study. City of Kitchener and Region of Waterloo staff will investigate possible mitigation of the existing substandard sight distances at the New Dundee Road/Reidel Drive-Cameron Road intersection as part of the local road network considerations to be addressed in the Blair Creek Drive Extension environmental assessment study, and develop a solution in collaboration with the Township of North Dumfries and area property owners, before opening of the Strasburg Road Intersection at New Dundee Road.] 331650-4E-Rev 1

Strasburg Road Extension Environmental Study Report From North of Stauffer Drive to New Dundee Road October 2013 APPENDIX D.1 (a) TRAFFIC REPORT 331650-4E-Rev 1

Strasburg Road Extension Rush Meadow Street to New Dundee Road TRAFFIC REPORT January 26, 2012

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Table of Contents 1.0 BACKGROUND... 1 1.1 HISTORICAL DEVELOPMENT OF THE STRASBURG ROAD EXTENSION... 1 1.2 PROJECT RATIONALE... 2 2.0 FUTURE BASE TRAFFIC CONDITION ANALYSIS... 3 2.1 TRANSPORTATION NETWORK... 3 2.2 PROPOSED DEVELOPMENT SCHEDULE... 4 2.3 DEVELOPMENT TRIP GENERATION... 6 2.4 DEVELOPMENT TRIP DISTRIBUTION... 13 2.5 DEVELOPMENT TRIP ASSIGNMENTS... 16 2.6 FUTURE BASE TRAFFIC FORECAST... 16 3.0 TRAFFIC IMPACT ASSESSMENT... 21 3.1 SHORT LIST OF ALIGNMENT ALTERNATIVES... 21 3.2 TRAFFIC INFILTRATION... 22 3.3 AVERAGE ANNUAL DAILY TRAFFIC (AADT) VOLUMES... 24 4.0 INTERSECTION ANALYSIS... 27 4.1 SIGNAL WARRANT ANALYSIS... 27 4.2 SIGHTLINE ISSUES ON NEW DUNDEE ROAD... 31 4.3 INITIAL ROUNDABOUT SCREENING ANALYSIS... 37 4.4 INTERSECTION PERFORMANCE ANALYSIS... 48 5.0 SUMMARY OF FINDINGS... 51 APPENDIX A: CAPACITY ANALYSIS RESULTS... 53 i

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA This page intentionally left blank ii

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 1.0 BACKGROUND 1.1 Historical Development of the Strasburg Road Extension The approved alignment of Strasburg Road Extension from Rush Meadow Street to 500 m north of Stauffer Drive, herein referred to as the project, has been developed based on the recommendations from a number of community and transportation network planning studies, completed between 1981 and 2003. With the approval of the 2004/2005 Development Change Background Study and the Brigadoon Community Plan by City Council, the proposed layout of the project was again re-established. The project s alignment was confirmed by the approval of the Doon South Community Plan Phase II in 2009 and recent draft approval of the Regional Transportation Master Plan by the Region of Waterloo reconfirmed the need for, and prioritization of the extension of the project to New Dundee Road. The proposed Strasburg Road corridor identified for the southerly extension from its current terminus traverses an environmentally sensitive area consisting of a Provincially Significant Wetland (PSW), a dense wooded area, and other sensitive environmental features. The objective of this study is to assess a feasible alternative to the current Official Plan alignment that may significantly reduce the environmental impact of the project. Figure 1.1 below illustrates the conceptual alignment of the established Strasburg Road corridor, for which Detail Design is in progress (North Section or Part-B as shown below), and the limits of this Strasburg Road Extension Class EA Study (South Section or Part-A as shown below). Figure 1.1: Conceptual Alignment of the Established Strasburg Road Corridor 1

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 1.2 Project Rationale According to the Regional Transportation Master Plan by the Region of Waterloo, the proposed project is necessarily required to relieve future demand on Homer Watson Boulevard, Huron Road, and Fischer Hallman Road as well as to provide support for the approved development and future growth of the Doon South and southwest Kitchener areas. The Doon South Community and Broader Study Area Traffic Impact Study 1 report prepared by Paradigm in November 2008 (the Paradigm report) forecasted a modest traffic diversion from the existing road network upon completion of the project (i.e., diversion of traffic from Huron Road to Homer Watson Boulevard onto the extended Strasburg Road). Thus, the existing traffic congestion/delays at intersections from Huron Road to Homer Watson Boulevard during the peak hour periods will be relieved upon the completion of this project. Several other traffic impact studies for the proposed developments around the Brigadoon and Doon South communities, as well as other developments within the current study area indicated the need for this project to support the future growth and development in the area. The Paradigm report was assumed to reflect the latest development scenario in and around the Strasburg Road study area. When paired with the Doon South Community Road Network Review report, prepared by itrans, it indicated construction of approximately 7,000 houses around the Brigadoon and Doon South communities. However, for the purpose of this study, the development forecast was adjusted to reflect the latest development plans (September 2010), including the potential future developments, as provided by the City of Kitchener. Based on the latest information provided by the City's Planning Division, approximately 8,450 houses will be built within the vicinity of the study area. This study therefore aims to develop the most technically preferred alignment for the Strasburg Road Extension to: i. Provide traffic and municipal services for the approved development and future growth at the Doon South and southwest Kitchener areas; ii. Relieve future demand on Homer Watson Boulevard, Huron Road and, Fischer Hallman Road; iii. Achieve compatibility with City and Regional policies for future growth, development, and location of any related road intersections; and iv. Minimize impacts to natural heritage features and other important environmental resources. 1 Doon South Community and Broader Study Area Traffic Impact Study November 2008 - Paradigm Transportation Solutions 2

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 2.0 FUTURE BASE TRAFFIC CONDITION ANALYSIS 2.1 Transportation Network Figure 2.1 illustrates the transportation network in the area which consists of the following major arterial roads: Huron Road, an urban arterial, exhibits a basic 4-lane cross section within the study area. The posted speed limit on Huron Road is 60 km/h within the study area. The current intersection of Huron Road and Strasburg Road is a roundabout. Huron Road terminates at Homer Watson Boulevard, forming an interchange. The eastbound left movement on Huron Road at Homer Watson Boulevard operates under a Stop control; all other movements at this intersection operate under free flow conditions. Homer Watson Boulevard is another 4-lane divided urban arterial within the City. Homer Watson Boulevard interchanges with Highway 401 and becomes Fountain Street to the south of the interchange. New Dundee Road is a basic 2-lane road, varying from a semi-urban to a rural cross-section as it travels west, and Fischer Hallman Road is also a basic 2-lane rural arterial with a posted speed limit of 80 km/h. Strasburg Road is an existing 4-lane urban collector, with a posted speed limit of 50 km/h. The City plans to implement the Strasburg Road Extension as a major 4-lane urban collector with a posted speed limit of 60 km/h. Figure 2.1: Existing Transportation Network in the Area 3

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA This study assumes the extension of Robert Ferrie Drive and the Doon South Blair Creek Drive up to Strasburg Road will be complete, and both the intersections (i.e., Robert Ferrie Drive/Strasburg Road and Blair Creek Drive/Strasburg Road) will be operational under the future traffic conditions. This report also assumes that traffic using the Stauffer Drive/Riedel Drive intersection will be turning at the Robert Ferrie Drive/Strasburg Road intersection under the future traffic conditions. 2.2 Proposed Development Schedule This study assumes two specific horizon years for the proposed developments around the Brigadoon and Doon South communities, as well as areas to the west of the proposed Strasburg Road and south of Huron Road. The specific horizon years are 2016 (i.e., an interim year of developments) and 2031 (as the full build-out horizon year). The developments assumed in this study, including previously anticipated phasings are illustrated below: Figure 2.2: Proposed Developments in the Area In addition to the cited traffic zones (TAZ) in the Paradigm report, this study also considers background developments that were included in the Traffic Analysis Report, prepared for the recently completed 'Huron Road EA' study, by Sernas 2 in October 2009. Therefore, the additional developments located northeast and northwest of the Strasburg Road/Huron Road intersection were also included under the 2031 traffic forecast. 2 Transportation and Traffic Analysis Report Huron Road From Strasburg Road to Fischer-Hallman Road October 2009 Sernas Transtech. 4

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 2.3: Traffic Analysis Zones The following table summarizes the details of the development phasing based on the development information received by the City s Planning Division. Table 2.1: Proposed Development Schedule Development Zones Approximate Location Land Use Horizon 2010-2016 Horizon 2016-2031 30T-01201, 30T-98201, 30T-10201 West of Strasburg Residential 685 units 1,476 units 30T-04204, 30T-04208, 30T-04209, 11a East of Strasburg Residential 673 units 110 units 30T-0702, 30T-07204, 30T-07203 Doon South Community Residential 521 units 196 units 30T-06203, 4,5 Doon South Community Residential 200 units 214 units 30T-07205, 30T-98202, 25 Brigadoon Community Residential 379 units 711 units 30T-08203 Doon South Community Residential 1050 units 300 units TAZ 1a, 1b, 2 and 3a East of Strasburg Residential - 799 units TAZ 13b, 13d and 13e East of Strasburg Road Residential - 149 units TAZ 20a Doon South Phase II Residential - 144 units TAZ 20d, 20e East of Strasburg Residential - 342 units OP08/07 /S/KA & ZC08/26 /S/KA West of Strasburg Residential - 500 units TAZ 20b East of Strasburg Retail/ Commercial - GFA 89,000 ft 2 TAZ 20c East of Strasburg Business Park - GFA 194,000 ft 2 TAZ 20f East of Strasburg Business Park - GFA 103,000 ft 2 Conestoga Development Retail/ Commercial Conestoga College Blvd Retail/ Commercial - GFA 32,000 ft 2 5

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Development Zones Approximate Location Land Use Horizon 2010-2016 Horizon 2016-2031 Conestoga Development Office Conestoga College Blvd Office - GFA 32,000 ft 2 Conestoga Development Hotel Conestoga College Blvd Hotel - 190 Rooms Additional Developments 1 North of Huron Residential - 119 units Additional Developments 2 North of Huron Residential - 100 units Additional Developments - 3, 6, 7 North of Huron Residential - Assumed 50% Built-Out Additional Developments - 4, 5 North/South on Huron Commercial - 736 units Additional Developments 8 North of Huron Residential - 64 units Additional Developments 9 South of Huron Residential - 162 units Additional Developments 10 West of Strasburg Residential - Assumed 35% Built-Out Additional Developments - 14a East of Strasburg Commercial - 105,500 ft 2 Additional Developments - 14b East of Strasburg Residential - 44 units Additional Developments 15 East of Strasburg Residential - 64 units Additional Developments 16 East of Strasburg Residential - 68 units Additional Developments 17 East of Strasburg Commercial - 155,000 ft 2 Additional Developments 18 North of Huron Residential - 1,200 units Based on the referenced previously approved traffic study reports, this study assumes: The development in the TAZ #21 and #9 to be completely constructed under existing traffic conditions, so it is not included as future developments; TAZ 20b to be developed as a Shopping Centre with an approximate GFA of 89,000 ft 2, whereas 20c and 20f are classified as Business Park consisting of approximately 194,000 ft 2 and 103,000 ft 2 GFA respectively; A mixed-use development encompassing 64,000 ft 2 and consisting of 50% retail and 50% office use has been proposed on Conestoga College Boulevard. The total development on Conestoga College Boulevard also includes a 190-room hotel; The non-residential land use, excluding the hotel land-use, assumes 50% synergy trips; and Site trips were adjusted presuming a modal split of 95% and 5% as auto and transit users, respectively. 2.3 Development Trip Generation Site traffic generation was estimated based on trip generation factors extracted from the ITE Trip Generation Handbook 8 th Edition. Site traffic forecasts were developed assuming the slower progression rate of residential developments. The sections below discuss the site trip generation in detail. 2016 Horizon Year: A total of 3,508 single detached homes are assumed to be constructed and occupied by the horizon year of 2016. This assumption is based on the horizon year forecast given in the 2008 Paradigm report, and is adjusted to reflect the latest development plans (September 2010), as provided by the City of Kitchener. The following table summarizes the site trip generation anticipated by the residential developments for the horizon year of 2016. 6

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Table 2.2: 2016 Additional Development Trips TAZ Horizon Year 2016 Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way 30T-01201, 30T-98201, 30T-10201 West of Strasburg Road (685 Units) 30T-04204, 30T-04208, 30T-04209, 11a East of Strasburg Road (673 Units) 30T-0702, 30T-07204, 30T-07203 Doon South Community (521 Units) 30T-06203, 4,5 Doon South Community (200 Units) 30T-07205, 30T-98202, 25 Brigadoon Community (379 Units) 30T-08203 Doon South Community (1050 Units) Total 3,508 Units Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 130 385 515 435 255 690 Equation Rate 0.18 0.53 0.71 0.55 0.32 0.87 Site Traffic based on Equation 120 365 485 375 220 595 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-20 -25-20 -10-30 Total Trips 115 345 460 355 210 565 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 125 380 505 430 250 680 Equation Rate 0.18 0.53 0.71 0.55 0.32 0.87 Site Traffic based on Equation 120 360 480 370 215 585 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-20 -25-20 -10-30 Total Trips 115 340 455 350 205 555 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 100 290 390 330 195 525 Equation Rate 0.18 0.54 0.72 0.56 0.33 0.89 Site Traffic based on Equation 95 280 375 295 170 465 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-15 -20-15 -10-25 Total Trips 90 265 355 280 160 440 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 40 110 150 125 75 200 Equation Rate 0.19 0.56 0.75 0.62 0.36 0.98 Site Traffic based on Equation 40 110 150 125 70 195 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 -5-10 Total Trips 40 105 145 120 65 185 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 70 215 285 245 140 385 Equation Rate 0.18 0.55 0.73 0.58 0.34 0.92 Site Traffic based on Equation 70 205 275 220 130 350 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-10 -15-10 -5-15 Total Trips 65 195 260 210 125 335 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 200 590 790 670 390 1060 Equation Rate 0.18 0.53 0.71 0.52 0.31 0.83 Site Traffic based on Equation 185 560 745 550 320 870 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -10-30 -40-30 -15-45 Total Trips 175 530 705 520 305 825 2010 2016 Net New Trips 600 1,780 2,380 1,835 1,070 2,905 7

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 2031 Horizon Year: Based on the steady progression of residential development, this report assumes the construction of an additional 4,941 residential units by the horizon year of 2031. This assumption is based on the horizon year forecast given in the 2008 Paradigm report, and is adjusted to reflect the latest development plans (September 2010), as provided by the City of Kitchener. In addition, the following traffic zones are assumed to contain non-residential land use based on the updated land use plan: TAZ 20b Commercial/Retail Land Use Approximate GLA 89,000 ft 2 ; TAZ 20e & 20f Business Park Land Use Approximate GFA 297,000 ft 2 ; Conestoga Development - Retail Land Use Approximate GFA 32,000ft 2 ; Conestoga Development - Office Land Use Approximate GFA 32,000ft 2 ; and Conestoga Development - Hotel Land Use Consisting of approximately 190 rooms The following tables summarize the site trip generations anticipated by the residential and non-residential developments respectively, for the horizon year of 2031. Table 2.3: 2031 Additional Residential Development Trips TAZ 30T-01201, 30T-98201, 30T-10201 West of Strasburg Road (1476 Units) 30T-04204, 30T-04208, 30T-04209, 11a East of Strasburg Road (110 Units) 30T-0702, 30T-07204, 30T-07203 Doon South Community (196 Units) 30T-06203, 4,5 Doon South Community (214 Units) Horizon Year 2031 Residential Development Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 275 830 1105 940 550 1490 Equation Rate 0.18 0.53 0.71 0.50 0.30 0.8 Site Traffic based on Equation 265 785 1050 745 435 1180 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -15-40 -55-35 -20-55 Total Trips 250 745 995 710 415 1125 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 20 65 85 70 40 110 Equation Rate 0.20 0.59 0.79 0.66 0.38 1.04 Site Traffic based on Equation 20 65 85 70 45 115 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 0-5 Total Trips 20 60 80 65 45 110 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 35 110 145 125 75 200 Equation Rate 0.19 0.56 0.75 0.62 0.36 0.98 Site Traffic based on Equation 35 110 145 120 70 190 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 -5-10 Total Trips 35 105 140 115 65 180 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 40 120 160 135 80 215 Equation Rate 0.19 0.56 0.75 0.61 0.36 0.97 Site Traffic based on Equation 40 120 160 130 80 210 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 -5-10 Total Trips 40 115 155 125 75 200 8

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA TAZ 30T-07205, 30T-98202, 25 Brigadoon Community (711 Units) 30T-08203 Doon South Community (300 Units) 1a, 1b, 2 and 3a - East of Strasburg Road (799 Units) 13b, 13d and 13e East of Strasburg Road (149 Units) 20a Doon South Phase II (144 Units) 20d, 20e East of Strasburg Road (342 Units) Horizon Year 2031 Residential Development Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 135 400 535 455 265 720 Equation Rate 0.18 0.53 0.71 0.54 0.32 0.86 Site Traffic based on Equation 125 380 505 385 225 610 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-20 -25-20 -10-30 Total Trips 120 360 480 365 215 580 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 55 170 225 190 115 305 Equation Rate 0.18 0.55 0.73 0.59 0.35 0.94 Site Traffic based on Equation 55 165 220 175 105 280 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-10 -15-10 -5-15 Total Trips 50 155 205 165 100 265 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 150 450 600 505 300 805 Equation Rate 0.18 0.53 0.71 0.54 0.31 0.85 Site Traffic based on Equation 140 425 565 430 250 680 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-20 -25-20 -15-35 Total Trips 135 405 540 410 235 645 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 30 80 110 95 55 150 Equation Rate 0.19 0.58 0.77 0.64 0.37 1.01 Site Traffic based on Equation 30 85 115 95 55 150 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0-5 -5-5 -5-10 Total Trips 30 80 110 90 50 140 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 30 80 110 90 55 145 Equation Rate 0.19 0.58 0.77 0.64 0.37 1.01 Site Traffic based on Equation 30 80 110 90 55 145 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit - -5-5 -5-5 -10 Total Trips 30 75 105 85 50 135 Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 65 190 255 215 130 345 Equation Rate 0.18 0.55 0.73 0.59 0.34 0.93 Site Traffic based on Equation 65 185 250 200 120 320 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-10 -15-10 -5-15 Total Trips 60 175 235 190 115 305 9

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA TAZ OP08/07 /S/KA & ZC08/26 /S/KA West of Strasburg (500 Units) Total 4941 Units Horizon Year 2031 Residential Development Weekday AM Peak Hour Weekday PM Peak Hour In Out 2-way In Out 2-way Directional Distribution 25% 75% 100% 63% 37% 100% Average Rate 0.19 0.56 0.75 0.64 0.37 1.01 Site Traffic based on Average 95 280 375 320 185 505 Equation Rate 0.18 0.54 0.72 0.56 0.33 0.89 Site Traffic based on Equation 90 270 360 280 165 445 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-15 -20-15 -10-25 Total Trips 85 255 340 265 155 420 2016 2031 Net New Trips 855 2,530 3,385 2,585 1,520 4,105 Table 2.4: 2031 Additional Non-Residential Development Trips TAZ 20b Retail/ Commercial Development (GFA 89,000 ft 2 ) 20c Business Park (GFA 194,000 ft 2 ) 20f Business Park (GFA 103,000 ft 2 ) Sub-Total Horizon Year 2031 Weekday AM Peak Hour Weekday PM Peak Hour Non-Residential Development In Out 2-way In Out 2-way Directional Distribution 60% 40% 100% 50% 50% 100% Average Rate 0.60 0.40 1 1.87 1.87 3.73 Site Traffic based on Average 55 35 90 165 165 330 Equation Rate 0.97 0.65 1.62 0.53 0.53 1.06 Site Traffic based on Equation 85 60 145 50 45 95 Synergy %age 50% 50% 50% 40% 40% 40% Less Trips for Synergy -45-30 -75-20 -20-40 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit - - - - - - Total Trips 40 30 70 30 25 55 Directional Distribution 85% 15% 100% 22% 78% 100% Average Rate 0.38 0.07 0.45 0.09 0.30 0.39 Site Traffic based on Average 70 15 85 15 60 75 Equation Rate 0.54 0.09 0.63 0.14 0.49 0.63 Site Traffic based on Equation 100 20 120 25 95 120 Synergy %age 50% 50% 50% 50% 50% 50% Less Trips for Synergy -50-10 -60-15 -50-65 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5 - -5 - - - Total Trips 45 10 55 10 45 55 Directional Distribution 85% 15% 100% 22% 78% 100% Average Rate 0.38 0.07 0.45 0.09 0.30 0.39 Site Traffic based on Average 40 5 45 10 30 40 Equation Rate 0.58 0.10 0.68 0.16 0.55 0.71 Site Traffic based on Equation 60 10 70 15 60 75 Synergy %age 50% 50% 50% 50% 50% 50% Less Trips for Synergy -30-5 -35-10 -30-40 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit - - - - - - Total Trips 30 5 35 5 30 35 2016 2031 Net New Trips 115 45 160 45 100 145 10

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Retail/ Commercial (32,000 ft 2 ) Office (32,000 ft 2 ) Hotel (190 Rooms) Horizon Year 2031 Weekday AM Peak Hour Weekday PM Peak Hour Conestoga Developments In Out 2-way In Out 2-way Directional Distribution 60% 40% 100% 50% 50% 100% Average Rate 0.60 0.40 1 1.87 1.87 3.73 Site Traffic based on Average 20 10 30 60 55 115 Equation Rate 1.48 0.99 2.47 0.59 0.59 1.18 Site Traffic based on Equation 50 30 80 20 15 35 Synergy %age 50% 50% 50% 50% 50% 50% Less Trips for Synergy -25-15 -40-10 -10-20 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0 0 0 0 0 0 Total Trips 25 15 40 10 5 15 Directional Distribution 88% 12% 100% 17% 83% 100% Average Rate 0.40 0.05 0.45 0.07 0.32 0.39 Site Traffic based on Average 15 0 15 0 10 10 Equation Rate 2.08 0.28 2.36 0.62 3.00 3.62 Site Traffic based on Equation 65 10 75 20 95 115 Synergy %age 50% 50% 50% 50% 50% 50% Less Trips for Synergy -35-5 -40-10 -50-60 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit 0 0 0 0 0-5 Total Trips 30 5 35 10 45 50 Directional Distribution 55% 45% 100% 57% 43% 100% Average Rate 0.25 0.20 0.45 0.22 0.17 0.39 Site Traffic based on Average 45 40 85 45 30 75 Equation Rate 0.35 0.28 0.63 0.40 0.31 0.71 Site Traffic based on Equation 65 55 120 75 60 135 Transit %age 5% 5% 5% 5% 5% 5% Less Trips for Transit -5-5 -10-5 -5-10 Total Trips 60 50 110 70 55 125 Sub-Total 2016 2031 Net New Trips 115 70 185 90 105 195 In addition to the developments noted above, this study also considers additional developments included in the Traffic Analysis Report, prepared for Huron Road EA, completed by Sernas in October 2009. The additional development zones and their associated trip generations (as given in the Sernas report) are shown below. Table 2.5: 2031 Other Additional Development Trips Additional Developments Weekday AM Peak Hour Weekday PM Peak Hour Zones Size Development Type In Out 2-way In Out 2-way 1 119 units Residential 25% 75% 100% 63% 37% 100% 21 63 84 74 43 117 2 100 units Residential 25% 75% 100% 63% 37% 100% 18 54 72 63 37 100 3, 6, 7 Assumed 50% Built-Out Residential 4, 5 736 units Commercial 8 64 units Residential 25% 75% 100% 63% 37% 100% 137 412 549 510 299 809 50% 50% 100% 61% 39% 100% 240 240 480 389 248 637 25% 75% 100% 63% 37% 100% 13 38 50 43 25 68 11

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Additional Developments Weekday AM Peak Hour Weekday PM Peak Hour Development Zones Size In Out 2-way In Out 2-way Type 25% 75% 100% 63% 37% 100% 9 162 units Residential 28 83 111 97 57 154 10 Assumed 35% Built-Out Residential 14a 105,500 ft 2 Commercial 14b 44 units Residential 15 64 units Residential 16 68 units Residential 17 155,000 ft 2 Commercial 18 1,200 units Residential 25% 75% 100% 63% 37% 100% 67 202 269 277 163 440 50% 50% 100% 61% 39% 100% 55 55 110 243 155 398 25% 75% 100% 25% 75% 100% 10 29 38 13 38 50 25% 75% 100% 63% 37% 100% 13 39 52 45 26 71 25% 75% 100% 63% 37% 100% 14 41 54 47 27 74 50% 50% 100% 61% 39% 100% 121 121 242 142 91 233 25% 75% 100% 63% 37% 100% 207 620 826 690 405 1095 Only the additional development trips generated from Zones 14a 17 (highlighted in the above table) are considered as net additional trips. The other developments are either already included in the 2008 Paradigm report or included in the future background traffic. By totalling the 2031 developments in the Brigadoon and Doon South communities, and the Conestoga College Boulevard area by the east and west sides of Strasburg Road, this study estimates the following in terms of net new trips that will be added to the future area road network, under future traffic conditions: Table 2.6: Total Net Additional Development Trips Horizon 2010 to 2016 2016 to 2031 Development Weekday AM Peak Hour Weekday PM Peak Hour Landuse Site In Out 2-way In Out 2-way Residential 420 1,240 1,660 1,270 735 2,005 East side of Commercial 0 0 0 0 0 0 Strasburg Road Sub-total 420 1,240 1,660 1,270 735 2,005 Residential 180 540 720 565 335 900 West side of Commercial 0 0 0 0 0 0 Strasburg Road Sub-total 180 540 720 565 335 900 East + West Total 600 1,780 2,380 1,835 1,070 2,905 Residential 521 1,533 2,054 1,614 981 2,595 East side of Commercial 406 291 697 520 451 971 Strasburg Road Sub-total 927 1,824 2,751 2,134 1,432 3,566 West side of Strasburg Road Residential 370 1,105 1,475 1,075 630 1,705 Commercial 0 0 0 0 0 0 Sub-total 370 1,105 1,475 1,075 630 1,705 East + West Total 1,297 2,929 4,226 3,209 2,062 5,271 2010 to 2031 East + West Overall Total 1,897 4,709 6,606 5,044 3,132 8,176 12

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 2.4 Development Trip Distribution The site trip distribution was developed based on available information from the referenced Traffic Impact Study report. The site trip distribution is summarized in the table below: Table 2.7: Weekday Peak Hour Trip Distribution Directions Weekday AM Peak Hour Weekday PM Peak Hour IN OUT IN OUT North 25% 40% 40% 25% Northwest 30% 20% 20% 30% East 35% 30% 30% 35% Southwest/ Southeast 10% 10% 10% 10% Total 100% 100% 100% 100% Figures 2.4 and 2.5 illustrate the above site trip distributions on the surrounding area road network and with respect to the trips originating from the proposed developments, located to the west and east of Strasburg Road respectively. 13

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 2.4: West Development Trip Distribution 14

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 2.5: East Development Trip Distribution Note: Percentages shown are related to the east development traffic using Strasburg Road only. 15

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 2.5 Development Trip Assignments Based on the site trip distribution parameters above and by also using the assumptions below, the development trips were assigned onto the Strasburg Road study area intersections. The assumptions with respect to the trip assignment are as follows: For the proposed developments located to the west of Strasburg Road, a fixed portion of approximately 15% of the net new trips onto Strasburg Road will be accessed via Rockcliffe Drive and the other 85% will be accessed via the north entrance on Huron Road. Whereas, for the proposed developments located to the east of Strasburg Road, a gravity model is employed based on an inverse relationship to the average daily distance travelled, to estimate the portion of the net new trips that will be using the Strasburg Road for access. Moreover, for trips originating in developments east of Strasburg Road, it was assumed that these trips would be split 20% along Biehn Drive, 40% along Robert Ferrie Drive, and 40% along Blair Creek Drive. 2.6 Future Base Traffic Forecast The 2008 traffic volumes during the weekday morning and afternoon peak hours at the existing study area intersections were extracted from the turning volumes reported in the Paradigm report. The 2008 traffic volumes were applied with a growth rate of 1% per annum to update the traffic turning volumes to 2010. Based on the latest land use around Strasburg Road and south of Huron Road, no significant change in the traffic turning volumes is anticipated, other than the background corridor growth. Figure 2.6 illustrates the latest traffic volumes (2010) during the weekday morning and afternoon peak hours, respectively at all the intersections within the vicinity of the study area. 16

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 2.6: Estimated 2010 Traffic Volumes 17

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Upon completion of this project, it is anticipated that traffic will be diverted from the existing road network (i.e., from Huron Road Homer Watson Boulevard onto the extended Strasburg Road) to use the new Strasburg Road. The amount of traffic diversion was estimated from the Regional Transportation Model and was included in the future background traffic conditions on Strasburg Road. The same traffic growth rate of 1% per annum was also applied to estimate the background traffic volumes during the weekday peak hours under future background traffic conditions for 2016 and 2031. Moreover, the forecast total traffic volumes under the 2016 and 2031 horizon years were estimated by adding the future background volumes and the net additional development volumes for all of the intersections on Strasburg Road (i.e., from Rush Meadow Road to New Dundee Road). Figures 2.7 and 2.8 illustrate the future total traffic volumes with the Official Plan alignment scenario by 2016 and 2031. 18

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 415 30 135 25 Rush Meadow Street 817 65 45 20 Rush Meadow Street 642 20 560 60 20 421 64 773 Rockcliffe Drive 62 19 7 601 Rockcliffe Drive 37 14 20 584 422 18 58 34 Biehn Drive 727 60 32 23 Biehn Drive 550 13 572 35 420 36 116 138 Robert Ferrie Drive 631 119 63 86 Robert Ferrie Drive 447 56 544 155 522 36 116 68 Blair Creek Drive 598 119 63 46 Blair Creek Drive 387 26 635 70 9 344 238 170 136 10 New Dundee Road 6 389 139 65 236 5 13 434 197 266 459 10 New Dundee Road 14 200 69 104 425 15 2016 Weekday AM Peak Hour 2016 Weekday PM Peak Hour Figure 2.7: Estimated 2016 Traffic Volumes 19

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 705 35 157 29 Rush Meadow Street 1514 75 52 23 Rush Meadow Street 1243 23 997 70 60 674 187 1350 Rockcliffe Drive 188 59 22 1079 Rockcliffe Drive 106 39 59 961 675 58 144 84 Biehn Drive 1229 160 94 68 Biehn Drive 957 42 927 94 643 116 287 250 Robert Ferrie Drive 978 319 187 182 Robert Ferrie Drive 712 119 833 286 777 116 287 169 Blair Creek Drive 840 319 187 136 Blair Creek Drive 543 84 932 188 18 464 464 310 266 12 New Dundee Road 10 550 187 84 308 6 19 555 402 527 673 12 New Dundee Road 24 364 94 146 569 17 2031 Weekday AM Peak Hour 2031 Weekday PM Peak Hour Figure 2.8: Estimated 2031 Traffic Volumes 20

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 3.0 TRAFFIC IMPACT ASSESSMENT 3.1 Short List of Alignment Alternatives Five alternative alignments for the Strasburg Road Extension (South Section), which have been deviated from the Official Plan alignment, were shortlisted for consideration by the City. Key features of these five shortlisted alternative alignments are described below, and their respective alignments are illustrated in Figure 3.1. Alignment Option E2 Diverges from the Official Plan alignment at the north end of the farm, bed & breakfast, and conference centre at 500 Stauffer Drive Skirts east of farm/bed & breakfast operation pond and west of Stauffer Woods (ESPA 33) Connects to Reidel Drive 325 m south of Stauffer Drive to preserve Scenic-Heritage section of Reidel Drive designated as part of the Doon South trail system Generally avoids direct impact with agricultural operation at 271 Reidel Drive and uses existing New Dundee/Reidel Drive intersection Alignment Option E3 Diverges from the Official Plan alignment at the north end of the farm, bed & breakfast, and conference centre at 500 Stauffer Drive Skirts east of farm/bed & breakfast operation pond and west of Stauffer Woods (ESPA 33) Crosses narrow point of Blair Swamp PSW Connects to New Dundee Road 260 m west of Reidel Drive with a new intersection Alignment Option E4 Diverges from the Official Plan alignment at the north end of the farm, bed & breakfast, and conference centre at 500 Stauffer Drive Skirts east of farm/bed & breakfast operation pond and west of Stauffer Woods (ESPA 33) Crosses narrow point of Blair Swamp PSW Swings east behind farm buildings at 271 Reidel Drive Intersects New Dundee Road at an angle compatible with opposing Cameron Road leg Alignment Option C2 Diverges from the Official Plan alignment at the north end of the farm, bed & breakfast, and conference centre at 500 Stauffer Drive Coincident with Lot 9/Lot 14 Concession BT property line to south limit of the farm/bed & breakfast operation Connects to Reidel Drive corridor 625 m south of Stauffer Drive, avoids direct impact with agricultural operations at 271 Reidel Drive and uses existing New Dundee/Reidel Drive intersection Alignment Option W1 Diverges from the Official Plan alignment at the north end of the farm, bed & breakfast, and conference centre at 500 Stauffer Drive Skirts west of most significant groundwater recharge area and upper Blair Creek corridor Coincident with west boundary of lands in Lot 5 Con BNS New intersection with New Dundee Road 730 m west of existing Reidel Drive intersection 21

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 3.1: Shortlisted Alternative Alignments for the Strasburg Road Extension 3.2 Traffic Infiltration The following table illustrates the average daily travel distances assumed in the gravity model for an estimated portion of the net new trips generated by the developments east of Strasburg Road, using the road for access under the five shortlisted alignment options. 22

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Table 3.1: Estimated Percentages of East Development Trips Using Strasburg Road Destinations AM Outbound Percent Distribution Not using Strasburg Road Average Daily Travel Distance (m) Using Strasburg Road E2/E4 E3 C2 W1 % of East Development Trips Using Strasburg Road E2/E4 E3 C2 W1 To North (Downtown Kitchener) To Northwest (City of Waterloo) To East (City of Cambridge) To Southwest/ Southeast (Hwy 401) 40% 12,400 13,200 13,720 13,720 14,660 44% 41% 41% 36% 20% 14,200 15,960 16,480 16,480 17,420 40% 37% 37% 33% 30% 13,500 19,700 20,220 20,220 21,160 24% 22% 22% 20% 10% 7,250 7,540 8,060 8,060 9,000 46% 41% 41% 32% Weighted Average 37% 35% 35% 30% One of the major impacts of the W1 alignment is expected to be an increase in traffic infiltration through the existing Brigadoon and Doon South road network. As can be estimated from above, about 7% of the net new trips originating from developments to the east of Strasburg Road will be redistributed and infiltrated through the existing neighbourhood roads due to the W1 alignment shift. To gain a more precise understanding of the traffic infiltration impact on the existing neighbourhood streets and intersections, further traffic studies should be undertaken in greater detail. In addition, the W1 alignment is not supported by the transit catchment perspective. In the eastern alignment options, a reduction of about 5% in the total net development trips was assumed due to transit use. Under W1, the above reduction in auto trips by using transit may not be applied and the resulting additional auto trips will be infiltrated into the surrounding road network. The following table estimates the total amount of reduced auto trips (in AADT) by using transit. Table 3.2: Estimated Traffic Infiltration of East Development Trips Under W1 Alignment Horizon Year 2031 AM Peak Hour PM Peak Hour Throughout the Weekday Net New Trips Originating From Developments to the East of Strasburg Road 7% of the Net New Trips Originating From Developments to the East of Strasburg Road being redistributed due to the alignment shift in W1 4,411 5,571 49,910 309 390 3,495 Reduced auto trips due to transit use 325 395 3,600 Total estimated AADT of the Infiltration Volumes through Brigadoon and Doon South Areas 7,095 23

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA The table above summarizes the additional daily traffic volumes (in vehicle trips) that are expected to infiltrate through the existing community road area network. With the W1 alignment, approximately 7,100 additional AADT trips will tend to shortcut through the existing road area network. With such high traffic volumes making its way through the neighbourhood road system, it is expected that there will be a significant impact on traffic operations for the internal road area network intersections. With an increase in infiltration volumes, there may be a potential increase in the number of collisions at the existing neighbourhood intersections, since collision rates are proportional to the average daily traffic volumes. Moreover, with additional congestion from higher volumes of turning traffic, there may be increases in greenhouse gas emissions. Based on the existing area road network within the Brigadoon Community and existing/future road area network within the Doon South Community, it is likely that the additional infiltration volumes would travel primarily via Caryndale Drive-Biehn Drive, Robert Ferrie Drive-Doon South Drive-Doon Mills Drive and Doon Village Road, which will affect a number of internal road area intersections. Taking into account the above considerations, the W1 alignment was eliminated from the subsequent intersection analysis since it is not preferred from the transit service viewpoint and does not support the necessary traffic and municipal services for the approved development and future growth at the Doon South and southwest Kitchener areas. 3.3 Average Annual Daily Traffic (AADT) Volumes The 2016 and 2031 AADT volumes on each section of Strasburg Road and surrounding roads with respect to the various alignment options are shown in Table 3.3 to Table 3.6 below. The predicted intersection turning volumes translate to AADT two-way volumes on the Strasburg Road Extension ranging from 11,800 to 12,400 in 2016, and from 18,400 to 21,200 in 2031 with the shortlisted alignment E2/E4, which is similar to the current Kitchener Municipal Official Plan alignment. 24

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Rockcliffe Drive Biehn Drive n/a n/a 11,410 19,100 11,890 20,380 11,890 20,380 12,190 21,220 Biehn Drive Robert Ferrie Drive n/a n/a 11,160 18,420 11,590 19,610 11,590 19,610 11,880 20,380 Robert Ferrie Drive Blair Creek Drive n/a n/a 11,780 18,360 12,140 19,370 12,140 19,370 12,380 20,010 Blair Creek Drive New Dundee Road 1,130 1,310 11,270 17,010 11,560 17,820 11,560 17,820 11,760 18,350 East of Cameron Road 4,780 5,550 10,260 17,410 10,390 17,760 10,390 17,760 10,480 18,000 East of Strasburg Road 4,780 5,550 19,000 28,870 10,390 17,760 19,210 29,440 10,480 18,000 West of Strasburg Road 6,280 7,290 8,160 12,580 8,070 12,330 8,070 12,330 8,020 12,170 South of New Dundee Road 2,730 3,170 9,150 11,930 9,230 12,140 9,230 12,140 9,270 12,270 Table 3.3: AADT Volumes on Strasburg Road Strasburg Road No Strasburg Road Extension Western Alignment (W1) Central Alignment (C2) Central Alignment (E3) Eastern Alignment (E2 & E4) 2016 2031 2016 2031 2016 2031 2016 2031 2016 2031 Table 3.4: AADT Volumes on New Dundee Road New Dundee Road No Strasburg Road Extension Western Alignment (W1) Central Alignment (C2) Central Alignment (E3) Eastern Alignment (E2 & E4) 2016 2031 2016 2031 2016 2031 2016 2031 2016 2031 Table 3.5: AADT Volumes on Cameron Road Cameron Road No Strasburg Road Extension Western Alignment (W1) Central Alignment (C2) Central Alignment (E3) Eastern Alignment (E2 & E4) 2016 2031 2016 2031 2016 2031 2016 2031 2016 2031 25

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Robert Ferrie Drive n/a n/a 3,350 7,360 3,650 8,200 3,650 8,200 3,850 8,740 Blair Creek Drive n/a n/a 2,220 6,050 2,530 6,890 2,530 6,890 2,730 7,440 Table 3.6: AADT Volumes on access to Strasburg Road Access to Strasburg Road No Strasburg Road Extension Western Alignment (W1) Central Alignment (C2) Central Alignment (E3) Eastern Alignment (E2 & E4) 2016 2031 2016 2031 2016 2031 2016 2031 2016 2031 26

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 4.0 INTERSECTION ANALYSIS 4.1 Signal Warrant Analysis A high level signal warrant analysis using the future traffic volumes has been conducted for all the new intersections. A summary of the signal warrant analysis for these new intersections is shown in Table 4.1. Table 4.1: Summary of Signal Warrant Analysis Intersections Signal Warranted? Rockcliffe Drive/Strasburg Road Not warranted up to year 2031 Biehn Drive/Strasburg Road Not warranted up to year 2031 Robert Ferrie Drive/Strasburg Road Blair Creek Drive/Strasburg Road New Dundee Road/Strasburg Road Warranted as soon as Strasburg Road is opened Warranted as soon as Strasburg Road is opened Warranted as soon as Strasburg Road is opened Table 4.1 indicates that three of the new intersections: Robert Ferrie Drive/Strasburg Road, Blair Creek Drive/Strasburg Road and New Dundee Road/Strasburg Road would warrant a signal control by the opening of the Strasburg Road extension. Figures 4.1 to 4.3 illustrate the conceptual layouts for these three signalized intersections respectively. 27

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.1: Conceptual Signal Control Layout at Strasburg Road/Robert Ferrie Drive 28

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.2: Conceptual Signal Control Layout at Strasburg Road/Blair Creek Drive 29

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.3: Conceptual Signal Control Layout at Strasburg Road/New Dundee Road 30

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA For the other two intersections: Rockcliffe Drive/Strasburg Road and Biehn Drive/Strasburg Road, the following intersection configurations are assumed: Rockcliffe Drive/Strasburg Road Intersection A left turn lane and two thru lanes on Strasburg Road northbound approach A thru lane and a shared thru/right turn lane on Strasburg Road southbound approach A left turn lane and an exclusive right turn lane from Rockcliffe eastbound onto Strasburg Road with storage and taper lengths One-way stop control on Rockcliffe eastbound Biehn Drive/Strasburg Road Intersection A thru lane and a shared thru/left turn lane on Strasburg Road southbound A thru lane and a shared thru/right turn lane on Strasburg Road northbound A shared left/right turn lane from Biehn Drive westbound onto Strasburg Road One-way stop control on Biehn Drive westbound 4.2 Sightline Issues on New Dundee Road The currently proposed intersection between New Dundee Road and Strasburg Road is located at a hill crest when approaching New Dundee Road westbound. A combination between the hill crest and vehicles traveling at high speed on New Dundee Road creates an unsafe condition and a sight line issue for drivers exiting from Cameron Road and Reidel Drive. The posted speed limit on New Dundee Road is 80 km/h. Figures 4.4 and 4.5 show the sightline at New Dundee Road from the westbound and eastbound approaches respectively. Alignment option E3 proposes that the Strasburg Road be connected to New Dundee Road at about 260 metres west of the existing Reidel Drive with a new intersection in order to improve the sightline issue at the current intersection location. As such, two potential options for this E3 alignment connection at New Dundee Road: a staggered signal control layout for New Dundee Road/Strasburg Road and New Dundee/Cameron Road and a new 4-leg signal control layout by also shifting Cameron Road to the west are also included in Figures 4.6 and 4.7 for illustration purposes. As an alternative, the existing vertical profile on New Dundee Road would have to be modified if the future intersection is to be stayed at the current location in the cases for Alignment Options E2, E4, and C2. Figure 4.8 shows the current vertical profile on New Dundee Road whereas Figure 4.9 shows the modified vertical profile in order to satisfy the minimum sight distance requirement. 31

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Intersection at hill crest New Dundee Road Figure 4.4: View at New Dundee Road from Westbound Approach Cameron Road Reidel Drive New Dundee Road Figure 4.5: View at New Dundee Road from Eastbound Approach 32

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.6: Conceptual Staggered Signal Control Layout at Strasburg Road/New Dundee Road/Cameron Road (Illustrative purposes for E3 Alignment only) 33

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.7: Conceptual Shifted Signal Control Layout at Strasburg Road/New Dundee Road/Cameron Road (Illustrative purposes for E3 Alignment only) 34

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.8: New Dundee Road Profile for Signalized Intersection Option (without correction) 35

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.9: New Dundee Road Profile for Signalized Intersection Option (with correction) 36

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 4.3 Initial Screening Analysis The Region of Waterloo requires that an initial roundabout screening analysis be completed prior to any road improvements required as a result of the Strasburg Road connection. As such, an initial roundabout screening analysis has been conducted for each of the above three signal warranted intersections. The intent of the initial roundabout screening analysis is to provide a relatively quick feasibility assessment of a modern roundabout at a particular intersection in comparison to other appropriate forms of traffic control or road improvements. The intended outcome of this tool is to provide enough information to assist the Region in deciding whether or not to proceed with an intersection control study to further investigate the feasibility of a roundabout. The initial roundabout screening analysis requires a comparison of the 20 year life-cycle costs between a roundabout option and, in this case, a signal control option for the above three signal warranted intersections. The 20 year life-cycle cost is the sum of the implementation cost and the 20 year injury collision cost related to the type of intersection control and discounted into a present value. The following assumptions were used when calculating the 20 year injury collision costs for the concerned intersections. Table 4.2: 20 Year Injury Collision Cost Assumptions Item Value Injury Collision Cost $30,000 Discount Rate 6% Average Injury Collision Rate for Signal Control Intersection 0.11 collisions/mve with AADT entering volumes between 20,001 and 25,000 for a 3-leg intersection 0.14 collisions/mve with AADT entering volumes greater than 25,000 for a 3-leg intersection 0.22 collisions/mve with AADT entering volumes greater than 25,000 for a 4-leg intersection Ratio of Annual Injury Collision Frequency for a versus a Signal Control Intersection 25% Table 4.3 and Table 4.4 summarize respectively the 20 year life-cycle cost comparisons between a roundabout option and a signal control option for the Robert Ferrie Drive/Strasburg Road and Blair Creek Drive/Strasburg Road intersections. Table 4.3: 20 Year Life-Cycle Cost Comparison - Robert Ferrie Drive/Strasburg Road Cost Item Signal Control Implementation Cost $3.08 million $3.66 million Injury Collision Cost (Present Value) $340,000 $85,000 Total Life Cycle Cost $3.42 million $3.75 million 37

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Table 4.4: 20 Year Life-Cycle Cost Comparison Blair Creek Drive/Strasburg Road Cost Item Signal Control Implementation Cost $1.47 million $1.78 million Injury Collision Cost (Present Value) $320,000 $80,000 Total Life Cycle Cost $1.79 million $1.86 million As shown in Table 4.3 and Table 4.4, both intersections have similar 20 year life-cycle costs for a signal control and a roundabout option. In both cases, the roundabout option has a slightly higher life-cycle cost than a signal control by a ratio of less than 1.1. As a result, the City may wish to consider implementing a roundabout at these two intersections. Conceptual roundabout layouts for these two intersections were developed and are included in Figure 4.10 and Figure 4.11. Final design details of these two roundabouts should be reviewed during the detailed design stage. 38

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.10: Conceptual Layout at Strasburg Road/Robert Ferrie Drive 39

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.11: Conceptual Layout at Strasburg Road/Blair Creek Drive 40

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Due to the existing sightline issue for the New Dundee Road/Strasburg Road intersection, numerous options have been developed in attempt to mitigate this issue. The pros and cons together with the 20 year life-cycle cost comparisons for all of the potential options developed for this intersection are summarized in Table 4.5. As can be seen from Table 4.5, the roundabout options have the lowest total life-cycle cost than the other signal control options which suggests that a roundabout might also be an attractive option for this location. However, because of the hill crest location at New Dundee Road/Strasburg Road, it may be difficult for drivers to appreciate the roundabout layout when approaching on an upward gradient. Considerations should be given to install some raised chevron signs and landscaping at the centre of the roundabout. Since New Dundee Road falls under the jurisdiction of the Region of Waterloo, the feasibility of implementing a roundabout at this intersection should also be discussed with the Region and be considered in more detail. Two conceptual roundabout layouts for this intersection were developed and are included in Figure 4.12 and Figure 4.13. The vertical profile in association with the roundabout design is also shown in Figure 4.14. Final design details of this roundabout would need to be reviewed during the detailed design stage. 41

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Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Table 4.5: Summary of Pros and Cons and the 20 Year Life-Cycle Cost Comparisons for the Various Intersection Control Options at Strasburg Road/New Dundee Road Option Pros Cons Implementation Cost (2012 Value) Injury Collision Cost (2012 Value) 20 Year Life-Cycle Cost (2012 Value) Option A (without reverse curve approach design) Option B (with reverse curve approach design) 4-Leg Signal Control (at current intersection location) Staggered Signal Control 4-Leg Signal Control (shifted to the west by about 200 metres from the current intersection location) Fewer injury collision rate than a signal control Less delays and better LOS performance than a signal control, especially during off-peaks Consistent with the initiative of implementing roundabouts at the other two new intersections on Strasburg Road Drivers in the area are more familiar with this roundabout design Fewer injury collision rate than a signal control Less delays and better LOS performance than a signal control, especially during off-peaks Consistent with the initiative of implementing roundabouts at the other two new intersections on Strasburg Road The reverse curve approaches would help to restrict the vehicle speed in entering the roundabout Less conflict movements and thus less traffic delays than two staggered intersections Minimal property impact A more economic solution if the Region considers having an EB left turn signal would be acceptable as an alternative measure to the vertical profile correction The minimum decision sight distance requirement is achieved by having the intersection shifted to the west by approximately 200 metres The minimum decision sight distance requirement is achieved by having the intersection shifted to the west by approximately 200 metres Less conflict movements and thus less traffic delays than two staggered intersections Since the roundabout is located at the hill crest, some special treatments to increase the visibility of the roundabout centre island would be required such as by providing raised chevron, signs and appropriate landscaping (costs included) Drivers may not necessarily reduce the speed of their vehicles before entering the roundabout Since the roundabout is located at the hill crest, some special treatments to increase the visibility of the roundabout centre island would be required such as by providing raised chevron, signs and appropriate landscaping (costs included) Drivers in the area may not be familiar with the reverse curve approach design for the roundabout Higher injury collision rate than a roundabout A vertical profile correction is required in order to achieve the minimum decision sight distance requirement An EB left turn signal phase is required in the case of no vertical profile correction The introduction of an EB left turn signal phase means that it will reduce the green time for the critical WB movement during the peak hours Higher injury collision rate than a roundabout as well as a 4- leg signal control intersection Not preferred from traffic operational viewpoint as two staggered intersections will create additional conflict movements and thus traffic delays than a single 4-leg intersection The close intersection spacing does not permit signal progression and hence, traffic mobility cannot be optimized Having the intersection shifted by 200 metres means that the Strasburg Road alignment would also have to be shifted which makes it less supportive from transit catchment perspective Additional costs will be incurred due to the shifting of Strasburg Road alignment Higher injury collision rate than a roundabout Significant property impact Additional costs will be incurred due to the shifting of both Strasburg Road and Cameron Road alignments The most costly option among the others $3,000,000 $210,000 $3,210,000 $3,000,000 (assumed having a similar order as Option A) $2,900,000 with vertical profile correction $2,500,000 without vertical profile correction $210,000 $3,210,000 $840,000 $3,740,000 with vertical profile correction $3,340,000 without vertical profile correction $4,400,000 $1,050,000 $5,450,000 $6,900,000 $840,000 $7,740,000 43

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Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.12: Conceptual Layout at Strasburg Road/New Dundee Road (Option A) 45

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.13: Conceptual Layout at Strasburg Road/New Dundee Road (Option B) 46

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA Figure 4.14: New Dundee Road Profile for Option 47

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 4.4 Intersection Performance Analysis Evaluation of the performance measures for the above new intersections has been completed under future traffic conditions in 2016 and 2031. For the intersections at Rockcliffe Drive/Strasburg Road and Biehn Drive/Strasburg Road, it was determined that a signal control would not be warranted up to the 2031 traffic conditions and hence, these two intersections are assumed to be operated with a one-way stop control on the side legs. For the intersections at Robert Ferrie Drive/Strasburg Road, Blair Creek Drive/Strasburg Road and New Dundee Road/Strasburg Road, since a signal control would be warranted by the opening of the Strasburg Road extension, evaluation of the performance measures for each of these three intersections will be conducted for both signal control and roundabout options. Analysis of the unsignalized and signalized intersections were undertaken using the procedure set out by the Highway Capacity Manual (HCM 2000), with the assistance of the Synchro, Version 7 - Trafficware Traffic Signal Timing software package. The intersection operation is typically described based on Level of Service (LOS) ratings that are expressed on a scale of A to F, where A is considered excellent (i.e., very little delay) and F is considered unacceptable (i.e., very congested, very long delays), as outlined below. Table 4.6: Level of Service Description LEVEL OF SERVICE Signalized Intersection Delay Unsignalized Intersection Delay A 10 sec 10 sec B 10-20 sec 10-15 sec C 20-35 sec 15-25 sec D 35-55 sec 25-35 sec E 55-80 sec 35-50 sec F 80 sec 50 sec The roundabout controlled intersections were analyzed using the Sidra Version 5.0 software package, which evaluates delay and LOS based on the HCM methodology. The performance measures of the intersections for the horizon years of 2016 and 2031 are summarized respectively in the tables below. The detailed output results are provided in APPENDIX A: CAPACITY ANALYSIS RESULTS. 48

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA TABLE 4.7: CAPACITY ANALYSIS RESULTS UNSIGNALIZED INTERSECTIONS FUTURE TRAFFIC CONDITIONS (2016) Intersections Weekday AM Peak Hour 2016 Weekday PM Peak Hour 2016 V/C Ratio Average Delay (s) Level of Service (LOS) V/C Ratio Average Delay (s) Level of Service (LOS) Strasburg Road /Rockcliffe Drive Overall - 0.9 A - 0.6 B EB Shared LT- RT Strasburg Road/Biehn Drive 0.11 11.7 B 0.10 14.3 B Overall - 1.2 A - 1.0 A WB Shared LT- RT 0.15 11.9 B 0.10 12.4 B TABLE 4.8: CAPACITY ANALYSIS RESULTS UNSIGNALIZED INTERSECTIONS FUTURE TRAFFIC CONDITIONS (2031) Intersections Weekday AM Peak Hour 2031 Weekday PM Peak Hour 2031 V/C Ratio Average Delay (s) Level of Service (LOS) V/C Ratio Average Delay (s) Level of Service (LOS) Strasburg Road /Rockcliffe Drive Overall - 2.6 A - 2.4 B EB Shared LT- RT 0.50 21.0 C 0.57 38.8 E Strasburg Road/Biehn Drive Overall - 3.4 C - 3.1 E WB Shared LT- RT 0.57 25.2 D 0.52 28.5 D TABLE 4.9: CAPACITY ANALYSIS RESULTS SIGNALIZED INTERSECTIONS FUTURE TRAFFIC CONDITIONS (2016) Weekday AM Peak Hour 2016 Weekday PM Peak Hour 2016 Intersections Max V/C Ratio Average Delay (s) Level of Service (LOS) Max V/C Ratio Average Delay (s) Level of Service (LOS) Strasburg Road/Robert Ferrie Drive 0.64 10.9 B 0.48 9.6 A Strasburg Road /Blair Creek Drive 0.54 7.2 A 0.40 6.3 A Strasburg Road /New Dundee Road 0.61 11.0 B 0.72 12.9 B 49

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA TABLE 4.10: CAPACITY ANALYSIS RESULTS SIGNALIZED INTERSECTIONS FUTURE TRAFFIC CONDITIONS (2031) Weekday AM Peak Hour 2031 Weekday PM Peak Hour 2031 Intersections Max V/C Ratio Average Delay (s) Level of Service (LOS) Max V/C Ratio Average Delay (s) Level of Service (LOS) Strasburg Road/Robert Ferrie Drive 0.87 17.8 B 0.79 20.7 C Strasburg Road /Blair Creek Drive 0.81 14.5 B 0.78 17.6 B Strasburg Road /New Dundee Road 0.79 16.4 B 0.99 33.1 C TABLE 4.11: CAPACITY ANALYSIS RESULTS ROUNDABOUT INTERSECTIONS FUTURE TRAFFIC CONDITIONS (2016) Intersections Weekday AM Peak Hour 2016 Max V/C Ratio Average Delay (s) Level of Service (LOS) Weekday PM Peak Hour 2016 Max V/C Ratio Average Delay (s) Level of Service (LOS) Strasburg Road/Robert Ferrie Drive 0.33 4.7 A 0.25 4.7 A Strasburg Road /Blair Creek Drive 0.23 4.1 A 0.24 4.4 A Strasburg Road /New Dundee Road 0.37 7.1 A 0.55 10.1 B TABLE 4.12: CAPACITY ANALYSIS RESULTS ROUNDABOUT INTERSECTIONS FUTURE TRAFFIC CONDITIONS (2031) Intersections Weekday AM Peak Hour 2031 Max V/C Ratio Average Delay (s) Level of Service (LOS) Weekday PM Peak Hour 2031 Max V/C Ratio Average Delay (s) Level of Service (LOS) Strasburg Road/Robert Ferrie Drive 0.84 11.9 B 0.66 9.3 A Strasburg Road /Blair Creek Drive 0.64 7.7 A 0.61 8.5 A Strasburg Road /New Dundee Road 0.66 12.5 B 0.94 33.3 C 50

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA 5.0 Summary of Findings The study undertaken for this project was to assess a feasible alternative to the current Official Plan alignment that may significantly reduce the environmental impact of the project. In doing so, five alternative alignments which have been deviated from the Official Plan alignment, were selected and shortlisted for consideration by the City. Because the alternative routes differed in alignment, an analysis was required to determine the vehicle demand at the various alternatives. In order to provide a more comprehensive review of vehicle demand for the proposed Strasburg Road, an assumption of two specific horizon years were introduced. These horizon years viewed the areas of proposed developments around the Brigadoon and Doon South communities, as well as areas to the west of the proposed Strasburg Road and south of Huron Road. As well, the specific horizon years viewed the areas at different development phases, which ultimately influenced the vehicle demand for this project. A reduction of about 5% in the total net development trips was assumed in this study due to transit use. However, because the W1 alternative alignment is not supported from the transit catchment perspective, the above reduction in auto trips by using transit may not be applied. Nevertheless, W1 alignment would result in additional auto trips being infiltrated into the surrounding road network. Therefore, the W1 alignment was not preferred from the transit service viewpoint. Also, it does not support the necessary traffic and municipal services for the approved development and future growth at the Doon south and southwest Kitchener areas. Alignment Option E3 proposes that the Strasburg Road be connected to New Dundee Road at about 260 metres west of the existing Reidel Drive with a new intersection in order to improve the sightline issue at the current intersection location. The current proposed intersection between New Dundee Road and Strasburg Road is located at a hill crest when approaching New Dundee Road westbound. A combination between the hill crest and vehicles traveling at 80km/hr on New Dundee Road creates an unsafe condition and a sight line issue for drivers exiting from Cameron Road and Reidel Drive. As such, a staggered signal control layout and a 4-leg signal control layout at New Dundee for the shifting alignment of Strasburg Road/Cameron Road were considered. Albeit the minimum decision sight distance requirement is achieved by having the intersection shifted to the west by approximately 260 metres, significant property acquisition costs will be incurred. Having the intersection shifted further to the west means that the Strasburg Road alignment would also have to be shifted which makes it also less supportive from transit catchment perspective. Additional costs will also be incurred due to the shifting of Strasburg Road alignment as both Blair Creek Drive and Robert Ferrie Drive would need to be extended to connect with the future Strasburg Road. Because of that, the E3 alignment was not preferred since it would be more costly than the other eastern alignment options. Taking into account the above considerations, the eastern alignment options, i.e. E2 and E4 are considered more preferable from the traffic and transportation perspective. From the intersection analysis, three of the new intersections to be connected with Strasburg Road at: Robert Ferrie Drive, Blair Creek Drive and New Dundee Road would warrant a signal control by the opening of the Strasburg Road extension. Initial roundabout screenings have also been conducted at these new intersections and results from the initial screenings indicate that a roundabout might be an attractive option at Strasburg Road/Robert Ferrie Drive and Strasburg Road/Blair Creek Drive albeit a signal control at these two intersections would have a lower total life-cycle cost by taking into account the implementation cost and a 20-year injury collision cost. Final design details of these two roundabouts should be reviewed during the detailed design stage. 51

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA For the intersection at New Dundee Road and Strasburg Road, the roundabout options have lower total life-cycle cost than the other signal control options which suggests that a roundabout might also be an attractive option for this location. However, because of the hill crest location at New Dundee Road/Strasburg Road, it may be difficult for drivers to appreciate the roundabout layout when approaching on an up gradient. Considerations should be given to put in some raised chevron signs and landscaping at the centre of the roundabout. Since New Dundee Road falls under the jurisdiction of the Region of Waterloo, the feasibility of implementing a roundabout at this intersection should also be discussed with the Region and be considered in more detail. Final design details of this roundabout would need to be reviewed during the detailed design stage. 52

Strasburg Road Extension Rush Meadow Street to New Dundee Road City of Kitchener Final Traffic Report for the Class EA APPENDIX A: CAPACITY ANALYSIS RESULTS 53

HCM Unsignalized Intersection Capacity Analysis 5: Rockcliffe Drive & Strasburg Road 2012-01-23 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 62 19 7 601 421 20 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 62 19 7 601 421 20 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 4 Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 736 210 441 vc1, stage 1 conf vol 421 vc2, stage 2 conf vol 314 vcu, unblocked vol 736 210 441 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 89 98 99 cm capacity (veh/h) 551 801 1130 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 81 7 300 300 210 210 20 Volume Left 62 7 0 0 0 0 0 Volume Right 19 0 0 0 0 0 20 csh 720 1130 1700 1700 1700 1700 1700 Volume to Capacity 0.11 0.01 0.18 0.18 0.12 0.12 0.01 Queue Length 95th (m) 3.0 0.1 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 11.7 8.2 0.0 0.0 0.0 0.0 0.0 Lane LOS B A Approach Delay (s) 11.7 0.1 0.0 Approach LOS B Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 26.7% ICU Level of Service A Analysis Period (min) 15 2016 AM Peak Synchro 6 Report SNC Lavalin Page 1

HCM Unsignalized Intersection Capacity Analysis 5: Rockcliffe Drive & Strasburg Road 2012-01-23 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 37 14 20 584 773 64 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 37 14 20 584 773 64 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 9 Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1105 386 837 vc1, stage 1 conf vol 773 vc2, stage 2 conf vol 332 vcu, unblocked vol 1105 386 837 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 90 98 97 cm capacity (veh/h) 380 612 793 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 51 20 292 292 386 386 64 Volume Left 37 20 0 0 0 0 0 Volume Right 14 0 0 0 0 0 64 csh 524 793 1700 1700 1700 1700 1700 Volume to Capacity 0.10 0.03 0.17 0.17 0.23 0.23 0.04 Queue Length 95th (m) 2.6 0.6 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 14.3 9.7 0.0 0.0 0.0 0.0 0.0 Lane LOS B A Approach Delay (s) 14.3 0.3 0.0 Approach LOS B Intersection Summary Average Delay 0.6 Intersection Capacity Utilization 31.4% ICU Level of Service A Analysis Period (min) 15 2016 PM Peak Synchro 6 Report SNC Lavalin Page 1

HCM Unsignalized Intersection Capacity Analysis 5: Rockcliffe Drive & Strasburg Road 2012-01-23 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 188 59 22 1079 674 60 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 188 59 22 1079 674 60 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 4 Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1258 337 734 vc1, stage 1 conf vol 674 vc2, stage 2 conf vol 584 vcu, unblocked vol 1258 337 734 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 50 91 98 cm capacity (veh/h) 373 665 880 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 247 22 540 540 337 337 60 Volume Left 188 22 0 0 0 0 0 Volume Right 59 0 0 0 0 0 60 csh 490 880 1700 1700 1700 1700 1700 Volume to Capacity 0.50 0.02 0.32 0.32 0.20 0.20 0.04 Queue Length 95th (m) 22.4 0.6 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 21.0 9.2 0.0 0.0 0.0 0.0 0.0 Lane LOS C A Approach Delay (s) 21.0 0.2 0.0 Approach LOS C Intersection Summary Average Delay 2.6 Intersection Capacity Utilization 46.9% ICU Level of Service A Analysis Period (min) 15 2031 AM Peak Synchro 6 Report SNC Lavalin Page 1

HCM Unsignalized Intersection Capacity Analysis 5: Rockcliffe Drive & Strasburg Road 2012-01-23 Movement EBL EBR NBL NBT SBT SBR Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 106 39 59 961 1350 187 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 106 39 59 961 1350 187 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 9 Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1948 675 1537 vc1, stage 1 conf vol 1350 vc2, stage 2 conf vol 598 vcu, unblocked vol 1948 675 1537 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 43 90 86 cm capacity (veh/h) 185 396 429 Direction, Lane # EB 1 NB 1 NB 2 NB 3 SB 1 SB 2 SB 3 Volume Total 145 59 480 480 675 675 187 Volume Left 106 59 0 0 0 0 0 Volume Right 39 0 0 0 0 0 187 csh 254 429 1700 1700 1700 1700 1700 Volume to Capacity 0.57 0.14 0.28 0.28 0.40 0.40 0.11 Queue Length 95th (m) 25.9 3.8 0.0 0.0 0.0 0.0 0.0 Control Delay (s) 38.8 14.7 0.0 0.0 0.0 0.0 0.0 Lane LOS E B Approach Delay (s) 38.8 0.9 0.0 Approach LOS E Intersection Summary Average Delay 2.4 Intersection Capacity Utilization 56.5% ICU Level of Service B Analysis Period (min) 15 2031 PM Peak Synchro 6 Report SNC Lavalin Page 1

HCM Unsignalized Intersection Capacity Analysis 74: Biehn Drive & Strasburg Road 2012-01-23 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 34 58 550 13 18 422 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 34 58 550 13 18 422 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 804 282 563 vc1, stage 1 conf vol 556 vc2, stage 2 conf vol 247 vcu, unblocked vol 804 282 563 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 93 92 98 cm capacity (veh/h) 494 716 1005 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 92 367 196 159 281 Volume Left 34 0 0 18 0 Volume Right 58 0 13 0 0 csh 614 1700 1700 1005 1700 Volume to Capacity 0.15 0.22 0.12 0.02 0.17 Queue Length 95th (m) 4.2 0.0 0.0 0.4 0.0 Control Delay (s) 11.9 0.0 0.0 1.1 0.0 Lane LOS B A Approach Delay (s) 11.9 0.0 0.4 Approach LOS B Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 37.0% ICU Level of Service A Analysis Period (min) 15 2016 AM Peak Synchro 6 Report SNC Lavalin Page 1

HCM Unsignalized Intersection Capacity Analysis 71: Biehn Drive & Strasburg Road 2012-01-23 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 23 32 572 35 60 727 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 23 32 572 35 60 727 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1073 304 607 vc1, stage 1 conf vol 590 vc2, stage 2 conf vol 484 vcu, unblocked vol 1073 304 607 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 94 95 94 cm capacity (veh/h) 412 693 967 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 55 381 226 302 485 Volume Left 23 0 0 60 0 Volume Right 32 0 35 0 0 csh 539 1700 1700 967 1700 Volume to Capacity 0.10 0.22 0.13 0.06 0.29 Queue Length 95th (m) 2.7 0.0 0.0 1.6 0.0 Control Delay (s) 12.4 0.0 0.0 2.3 0.0 Lane LOS B A Approach Delay (s) 12.4 0.0 0.9 Approach LOS B Intersection Summary Average Delay 1.0 Intersection Capacity Utilization 52.1% ICU Level of Service A Analysis Period (min) 15 2016 PM Peak Synchro 6 Report SNC Lavalin Page 1

HCM Unsignalized Intersection Capacity Analysis 74: Biehn Drive & Strasburg Road 2012-01-23 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 84 144 957 42 58 675 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 84 144 957 42 58 675 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1432 500 999 vc1, stage 1 conf vol 978 vc2, stage 2 conf vol 454 vcu, unblocked vol 1432 500 999 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 71 72 92 cm capacity (veh/h) 290 517 689 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 228 638 361 283 450 Volume Left 84 0 0 58 0 Volume Right 144 0 42 0 0 csh 401 1700 1700 689 1700 Volume to Capacity 0.57 0.38 0.21 0.08 0.26 Queue Length 95th (m) 27.3 0.0 0.0 2.2 0.0 Control Delay (s) 25.2 0.0 0.0 3.0 0.0 Lane LOS D A Approach Delay (s) 25.2 0.0 1.2 Approach LOS D Intersection Summary Average Delay 3.4 Intersection Capacity Utilization 71.6% ICU Level of Service C Analysis Period (min) 15 2031 AM Peak Synchro 6 Report SNC Lavalin Page 1

HCM Unsignalized Intersection Capacity Analysis 71: Biehn Drive & Strasburg Road 2012-01-23 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Sign Control Stop Free Free Grade 0% 0% 0% Volume (veh/h) 68 94 927 94 160 1229 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 68 94 927 94 160 1229 Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type TWLTL Median storage veh) 2 Upstream signal (m) px, platoon unblocked vc, conflicting volume 1908 510 1021 vc1, stage 1 conf vol 974 vc2, stage 2 conf vol 934 vcu, unblocked vol 1908 510 1021 tc, single (s) 6.8 6.9 4.1 tc, 2 stage (s) 5.8 tf (s) 3.5 3.3 2.2 p0 queue free % 66 82 76 cm capacity (veh/h) 203 508 675 Direction, Lane # WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 162 618 403 570 819 Volume Left 68 0 0 160 0 Volume Right 94 0 94 0 0 csh 311 1700 1700 675 1700 Volume to Capacity 0.52 0.36 0.24 0.24 0.48 Queue Length 95th (m) 22.6 0.0 0.0 7.3 0.0 Control Delay (s) 28.5 0.0 0.0 6.1 0.0 Lane LOS D A Approach Delay (s) 28.5 0.0 2.5 Approach LOS D Intersection Summary Average Delay 3.1 Intersection Capacity Utilization 86.8% ICU Level of Service E Analysis Period (min) 15 2031 PM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 13: Robert Ferrie Drive & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 0.0 0.0 50.0 Storage Lanes 1 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 15 25 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95 Frt 0.938 0.983 Flt Protected 0.974 0.950 Satd. Flow (prot) 1702 0 3479 0 1770 3539 Flt Permitted 0.974 0.341 Satd. Flow (perm) 1702 0 3479 0 635 3539 Right Turn on Red Yes Yes Satd. Flow (RTOR) 84 27 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Link Speed (k/h) 50 50 50 Link Distance (m) 627.9 1207.9 664.8 Travel Time (s) 45.2 87.0 47.9 Volume (vph) 138 116 447 56 36 420 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 138 116 447 56 36 420 Lane Group Flow (vph) 254 0 503 0 36 420 Turn Type pm+pt Protected Phases 2 1 6 Permitted Phases 8 6 Detector Phases 8 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 8.0 22.0 Total Split (s) 23.0 0.0 23.0 0.0 9.0 32.0 Total Split (%) 41.8% 0.0% 41.8% 0.0% 16.4% 58.2% Maximum Green (s) 19.0 19.0 5.0 28.0 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 Recall Mode None C-Min None C-Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 Act Effct Green (s) 10.5 32.3 36.5 36.5 Actuated g/c Ratio 0.19 0.59 0.66 0.66 v/c Ratio 0.64 0.25 0.07 0.18 Control Delay 20.6 11.9 4.6 4.4 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 20.6 11.9 4.6 4.4 LOS C B A A 2016 AM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 13: Robert Ferrie Drive & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Approach Delay 20.6 11.9 4.4 Approach LOS C B A Queue Length 50th (m) 16.2 7.3 1.0 6.9 Queue Length 95th (m) 31.7 40.1 4.3 15.5 Internal Link Dist (m) 603.9 1183.9 640.8 Turn Bay Length (m) 50.0 Base Capacity (vph) 643 2052 544 2346 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.40 0.25 0.07 0.18 Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 55 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.64 Intersection Signal Delay: 10.9 Intersection LOS: B Intersection Capacity Utilization 42.2% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 13: Robert Ferrie Drive & Strasburg Road 2016 AM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 13: Robert Ferrie Drive & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 0.0 0.0 50.0 Storage Lanes 1 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 15 25 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95 Frt 0.943 0.967 Flt Protected 0.972 0.950 Satd. Flow (prot) 1707 0 3422 0 1770 3539 Flt Permitted 0.972 0.231 Satd. Flow (perm) 1707 0 3422 0 430 3539 Right Turn on Red Yes Yes Satd. Flow (RTOR) 63 73 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Link Speed (k/h) 50 50 50 Link Distance (m) 627.9 1207.9 664.8 Travel Time (s) 45.2 87.0 47.9 Volume (vph) 86 63 544 155 119 631 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 86 63 544 155 119 631 Lane Group Flow (vph) 149 0 699 0 119 631 Turn Type pm+pt Protected Phases 2 1 6 Permitted Phases 8 6 Detector Phases 8 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 8.0 22.0 Total Split (s) 22.0 0.0 23.0 0.0 10.0 33.0 Total Split (%) 40.0% 0.0% 41.8% 0.0% 18.2% 60.0% Maximum Green (s) 18.0 19.0 6.0 29.0 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 Recall Mode None C-Min None C-Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 Act Effct Green (s) 8.2 32.6 40.7 41.5 Actuated g/c Ratio 0.15 0.59 0.74 0.75 v/c Ratio 0.48 0.34 0.25 0.24 Control Delay 18.1 14.3 4.4 3.3 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 18.1 14.3 4.4 3.3 LOS B B A A 2016 PM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 13: Robert Ferrie Drive & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Approach Delay 18.1 14.3 3.5 Approach LOS B B A Queue Length 50th (m) 8.3 37.3 2.8 8.8 Queue Length 95th (m) 20.6 56.7 8.4 18.6 Internal Link Dist (m) 603.9 1183.9 640.8 Turn Bay Length (m) 50.0 Base Capacity (vph) 601 2059 485 2669 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.25 0.34 0.25 0.24 Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 55 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.48 Intersection Signal Delay: 9.6 Intersection LOS: A Intersection Capacity Utilization 45.2% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 13: Robert Ferrie Drive & Strasburg Road 2016 PM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 13: Robert Ferrie Drive & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 0.0 0.0 50.0 Storage Lanes 1 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 15 25 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95 Frt 0.928 0.979 Flt Protected 0.977 0.950 Satd. Flow (prot) 1689 0 3465 0 1770 3539 Flt Permitted 0.977 0.174 Satd. Flow (perm) 1689 0 3465 0 324 3539 Right Turn on Red Yes Yes Satd. Flow (RTOR) 118 37 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Link Speed (k/h) 50 50 50 Link Distance (m) 627.9 1207.9 664.8 Travel Time (s) 45.2 87.0 47.9 Volume (vph) 250 287 712 119 116 643 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 250 287 712 119 116 643 Lane Group Flow (vph) 537 0 831 0 116 643 Turn Type pm+pt Protected Phases 2 1 6 Permitted Phases 8 6 Detector Phases 8 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 8.0 22.0 Total Split (s) 24.0 0.0 23.0 0.0 8.0 31.0 Total Split (%) 43.6% 0.0% 41.8% 0.0% 14.5% 56.4% Maximum Green (s) 20.0 19.0 4.0 27.0 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 Recall Mode None C-Min None C-Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 Act Effct Green (s) 17.5 22.6 29.5 29.5 Actuated g/c Ratio 0.32 0.41 0.54 0.54 v/c Ratio 0.87 0.58 0.39 0.34 Control Delay 29.8 18.1 11.4 8.5 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 29.8 18.1 11.4 8.5 LOS C B B A 2031 AM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 13: Robert Ferrie Drive & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Approach Delay 29.8 18.1 9.0 Approach LOS C B A Queue Length 50th (m) 37.4 48.7 6.1 20.2 Queue Length 95th (m) #85.9 m55.6 13.1 30.1 Internal Link Dist (m) 603.9 1183.9 640.8 Turn Bay Length (m) 50.0 Base Capacity (vph) 689 1444 299 1895 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.78 0.58 0.39 0.34 Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 55 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.87 Intersection Signal Delay: 17.8 Intersection LOS: B Intersection Capacity Utilization 71.4% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 13: Robert Ferrie Drive & Strasburg Road 2031 AM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 13: Robert Ferrie Drive & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 0.0 0.0 50.0 Storage Lanes 1 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 15 25 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95 Frt 0.932 0.962 Flt Protected 0.976 0.950 Satd. Flow (prot) 1694 0 3405 0 1770 3539 Flt Permitted 0.976 0.160 Satd. Flow (perm) 1694 0 3405 0 298 3539 Right Turn on Red Yes Yes Satd. Flow (RTOR) 88 87 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Link Speed (k/h) 50 50 50 Link Distance (m) 627.9 1207.9 664.8 Travel Time (s) 45.2 87.0 47.9 Volume (vph) 182 187 833 286 319 978 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 182 187 833 286 319 978 Lane Group Flow (vph) 369 0 1119 0 319 978 Turn Type pm+pt Protected Phases 2 1 6 Permitted Phases 8 6 Detector Phases 8 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 8.0 22.0 Total Split (s) 22.0 0.0 25.0 0.0 13.0 38.0 Total Split (%) 36.7% 0.0% 41.7% 0.0% 21.7% 63.3% Maximum Green (s) 18.0 21.0 9.0 34.0 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 Recall Mode None C-Min None C-Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 Act Effct Green (s) 14.3 24.0 37.7 37.7 Actuated g/c Ratio 0.24 0.40 0.63 0.63 v/c Ratio 0.78 0.79 0.75 0.44 Control Delay 27.9 29.3 23.5 7.2 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 27.9 29.3 23.5 7.2 LOS C C C A 2031 PM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 13: Robert Ferrie Drive & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Approach Delay 27.9 29.3 11.2 Approach LOS C C B Queue Length 50th (m) 29.8 73.5 16.0 26.7 Queue Length 95th (m) 53.5 #103.2 #58.4 44.5 Internal Link Dist (m) 603.9 1183.9 640.8 Turn Bay Length (m) 50.0 Base Capacity (vph) 570 1414 429 2222 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.65 0.79 0.74 0.44 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 20.7 Intersection LOS: C Intersection Capacity Utilization 81.4% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 13: Robert Ferrie Drive & Strasburg Road 2031 PM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 14: East-West Collector & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width (m) 3.5 3.5 3.5 3.5 3.5 3.5 Storage Length (m) 0.0 0.0 0.0 50.0 Storage Lanes 1 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 15 25 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95 Frt 0.915 0.991 Flt Protected 0.982 0.950 Satd. Flow (prot) 1655 0 3468 0 1750 3500 Flt Permitted 0.982 0.400 Satd. Flow (perm) 1655 0 3468 0 737 3500 Right Turn on Red Yes Yes Satd. Flow (RTOR) 116 14 Headway Factor 1.01 1.01 1.01 1.01 1.01 1.01 Link Speed (k/h) 50 50 50 Link Distance (m) 598.0 393.8 1207.9 Travel Time (s) 43.1 28.4 87.0 Volume (vph) 68 116 387 26 36 522 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 68 116 387 26 36 522 Lane Group Flow (vph) 184 0 413 0 36 522 Turn Type pm+pt Protected Phases 8 2 1 6 Permitted Phases 6 Detector Phases 8 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 8.0 22.0 Total Split (s) 23.0 0.0 23.0 0.0 9.0 32.0 Total Split (%) 41.8% 0.0% 41.8% 0.0% 16.4% 58.2% Maximum Green (s) 19.0 19.0 5.0 28.0 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 Recall Mode None C-Min None C-Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 Act Effct Green (s) 8.0 37.3 40.9 41.7 Actuated g/c Ratio 0.15 0.68 0.74 0.76 v/c Ratio 0.54 0.18 0.05 0.20 Control Delay 15.1 6.1 6.1 5.4 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 15.1 6.1 6.1 5.4 2016 AM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 14: East-West Collector & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT LOS B A A A Approach Delay 15.1 6.1 5.4 Approach LOS B A A Queue Length 50th (m) 6.5 5.0 0.6 5.6 Queue Length 95th (m) 20.1 21.6 m5.9 29.0 Internal Link Dist (m) 574.0 369.8 1183.9 Turn Bay Length (m) 50.0 Base Capacity (vph) 648 2358 660 2652 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.28 0.18 0.05 0.20 Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 55 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.54 Intersection Signal Delay: 7.2 Intersection LOS: A Intersection Capacity Utilization 35.8% ICU Level of Service A Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 14: East-West Collector & Strasburg Road 2016 AM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 14: East-West Collector & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 0.0 0.0 50.0 Storage Lanes 1 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 15 25 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95 Frt 0.922 0.985 Flt Protected 0.979 0.950 Satd. Flow (prot) 1681 0 3486 0 1770 3539 Flt Permitted 0.979 0.228 Satd. Flow (perm) 1681 0 3486 0 425 3539 Right Turn on Red Yes Yes Satd. Flow (RTOR) 63 23 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Link Speed (k/h) 50 50 50 Link Distance (m) 598.0 393.8 1207.9 Travel Time (s) 43.1 28.4 87.0 Volume (vph) 46 63 635 70 119 598 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 46 63 635 70 119 598 Lane Group Flow (vph) 109 0 705 0 119 598 Turn Type pm+pt Protected Phases 8 2 1 6 Permitted Phases 6 Detector Phases 8 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 8.0 22.0 Total Split (s) 22.0 0.0 23.0 0.0 10.0 33.0 Total Split (%) 40.0% 0.0% 41.8% 0.0% 18.2% 60.0% Maximum Green (s) 18.0 19.0 6.0 29.0 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 Recall Mode None C-Min None C-Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 Act Effct Green (s) 7.2 35.3 43.6 45.2 Actuated g/c Ratio 0.13 0.64 0.79 0.82 v/c Ratio 0.40 0.31 0.23 0.21 Control Delay 15.4 7.6 6.1 3.2 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 15.4 7.6 6.1 3.2 LOS B A A A 2016 PM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 14: East-West Collector & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Approach Delay 15.4 7.6 3.7 Approach LOS B A A Queue Length 50th (m) 4.4 19.0 2.3 6.8 Queue Length 95th (m) 15.4 38.7 15.4 24.5 Internal Link Dist (m) 574.0 369.8 1183.9 Turn Bay Length (m) 50.0 Base Capacity (vph) 593 2247 513 2910 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.18 0.31 0.23 0.21 Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 55 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.40 Intersection Signal Delay: 6.3 Intersection LOS: A Intersection Capacity Utilization 42.8% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 14: East-West Collector & Strasburg Road 2016 PM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 14: East-West Collector & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Lane Width (m) 3.5 3.5 3.5 3.5 3.5 3.5 Storage Length (m) 0.0 0.0 0.0 50.0 Storage Lanes 1 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 15 25 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95 Frt 0.915 0.980 Flt Protected 0.982 0.950 Satd. Flow (prot) 1655 0 3430 0 1750 3500 Flt Permitted 0.982 0.269 Satd. Flow (perm) 1655 0 3430 0 496 3500 Right Turn on Red Yes Yes Satd. Flow (RTOR) 175 34 Headway Factor 1.01 1.01 1.01 1.01 1.01 1.01 Link Speed (k/h) 50 50 50 Link Distance (m) 598.0 393.8 1207.9 Travel Time (s) 43.1 28.4 87.0 Volume (vph) 169 287 543 84 116 777 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 169 287 543 84 116 777 Lane Group Flow (vph) 456 0 627 0 116 777 Turn Type pm+pt Protected Phases 8 2 1 6 Permitted Phases 6 Detector Phases 8 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 8.0 22.0 Total Split (s) 24.0 0.0 23.0 0.0 8.0 31.0 Total Split (%) 43.6% 0.0% 41.8% 0.0% 14.5% 56.4% Maximum Green (s) 20.0 19.0 4.0 27.0 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 Recall Mode None C-Min None C-Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 Act Effct Green (s) 14.4 24.0 32.6 32.6 Actuated g/c Ratio 0.26 0.44 0.59 0.59 v/c Ratio 0.81 0.41 0.26 0.37 Control Delay 23.0 13.2 11.2 11.2 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 23.0 13.2 11.2 11.2 2031 AM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 14: East-West Collector & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT LOS C B B B Approach Delay 23.0 13.2 11.2 Approach LOS C B B Queue Length 50th (m) 26.2 24.0 7.6 30.8 Queue Length 95th (m) 49.1 38.6 m17.0 m48.6 Internal Link Dist (m) 574.0 369.8 1183.9 Turn Bay Length (m) 50.0 Base Capacity (vph) 713 1550 443 2077 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.64 0.40 0.26 0.37 Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 55 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 55 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.81 Intersection Signal Delay: 14.5 Intersection LOS: B Intersection Capacity Utilization 61.1% ICU Level of Service B Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 14: East-West Collector & Strasburg Road 2031 AM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 14: East-West Collector & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Storage Length (m) 0.0 0.0 0.0 50.0 Storage Lanes 1 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 15 25 Lane Util. Factor 1.00 1.00 0.95 0.95 1.00 0.95 Frt 0.922 0.975 Flt Protected 0.979 0.950 Satd. Flow (prot) 1681 0 3451 0 1770 3539 Flt Permitted 0.979 0.160 Satd. Flow (perm) 1681 0 3451 0 298 3539 Right Turn on Red Yes Yes Satd. Flow (RTOR) 118 43 Headway Factor 1.00 1.00 1.00 1.00 1.00 1.00 Link Speed (k/h) 50 50 50 Link Distance (m) 598.0 393.8 1207.9 Travel Time (s) 43.1 28.4 87.0 Volume (vph) 136 187 932 188 319 840 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 Adj. Flow (vph) 136 187 932 188 319 840 Lane Group Flow (vph) 323 0 1120 0 319 840 Turn Type pm+pt Protected Phases 8 2 1 6 Permitted Phases 6 Detector Phases 8 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 8.0 22.0 Total Split (s) 22.0 0.0 25.0 0.0 13.0 38.0 Total Split (%) 36.7% 0.0% 41.7% 0.0% 21.7% 63.3% Maximum Green (s) 18.0 21.0 9.0 34.0 Yellow Time (s) 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 Lead/Lag Lag Lead Lead-Lag Optimize? Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 Recall Mode None C-Min None C-Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 Act Effct Green (s) 12.4 24.7 39.6 39.6 Actuated g/c Ratio 0.21 0.41 0.66 0.66 v/c Ratio 0.73 0.78 0.69 0.36 Control Delay 23.5 21.7 24.6 7.4 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 23.5 21.7 24.6 7.4 LOS C C C A 2031 PM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 14: East-West Collector & Strasburg Road 2012-01-23 Lane Group WBL WBR NBT NBR SBL SBT Approach Delay 23.5 21.7 12.1 Approach LOS C C B Queue Length 50th (m) 21.5 61.1 22.8 16.0 Queue Length 95th (m) 40.9 #100.1 m#57.3 m44.5 Internal Link Dist (m) 574.0 369.8 1183.9 Turn Bay Length (m) 50.0 Base Capacity (vph) 587 1445 471 2337 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.55 0.78 0.68 0.36 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 60 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.78 Intersection Signal Delay: 17.6 Intersection LOS: B Intersection Capacity Utilization 78.4% ICU Level of Service D Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Splits and Phases: 14: East-West Collector & Strasburg Road 2031 PM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 15: New Dundee Road & Strasburg Road 2012-01-23 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (m) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Storage Length (m) 100.0 0.0 0.0 100.0 0.0 0.0 0.0 100.0 Storage Lanes 1 0 1 1 0 0 1 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 Frt 0.961 0.917 0.998 0.850 Flt Protected 0.950 0.950 0.989 0.950 Satd. Flow (prot) 1653 3240 0 1785 3031 0 0 3524 0 1653 1879 1479 Flt Permitted 0.565 0.386 0.830 0.463 Satd. Flow (perm) 983 3240 0 725 3031 0 0 2957 0 805 1879 1479 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 97 170 3 9 Headway Factor 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 Link Speed (k/h) 50 50 50 50 Link Distance (m) 280.1 512.3 392.0 393.8 Travel Time (s) 20.2 36.9 28.2 28.4 Volume (vph) 6 389 139 10 136 170 65 236 5 238 344 9 Peak Hour 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 Heavy Vehicles (%) 8% 8% 0% 0% 8% 8% 0% 0% 0% 8% 0% 8% Adj. Flow (vph) 6 389 139 10 136 170 65 236 5 238 344 9 Lane Group Flow (vph) 6 528 0 10 306 0 0 306 0 238 344 9 Turn Type Perm Perm Perm pm+pt Free Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 6 Free Detector Phases 4 4 8 8 2 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0 8.0 22.0 Total Split (s) 22.0 22.0 0.0 22.0 22.0 0.0 22.0 22.0 0.0 11.0 33.0 0.0 Total Split (%) 40.0% 40.0% 0.0% 40.0% 40.0% 0.0% 40.0% 40.0% 0.0% 20.0% 60.0% 0.0% Maximum Green (s) 18.0 18.0 18.0 18.0 18.0 18.0 7.0 29.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None Max Max None Max Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 Act Effct Green (s) 12.0 12.0 12.0 12.0 20.5 29.1 29.1 49.2 Actuated g/c Ratio 0.24 0.24 0.24 0.24 0.42 0.57 0.59 1.00 v/c Ratio 0.02 0.61 0.06 0.35 0.25 0.42 0.31 0.01 Control Delay 13.5 16.3 14.2 8.0 12.1 8.3 6.7 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2016 AM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 15: New Dundee Road & Strasburg Road 2012-01-23 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 13.5 16.3 14.2 8.0 12.1 8.3 6.7 0.0 LOS B B B A B A A A Approach Delay 16.3 8.2 12.1 7.3 Approach LOS B A B A Queue Length 50th (m) 0.4 18.0 0.7 5.1 9.7 8.5 12.9 0.0 Queue Length 95th (m) 2.5 30.0 3.5 12.8 20.4 22.7 31.9 0.0 Internal Link Dist (m) 256.1 488.3 368.0 369.8 Turn Bay Length (m) 100.0 100.0 Base Capacity (vph) 322 1126 237 1106 1233 572 1112 1479 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.02 0.47 0.04 0.28 0.25 0.42 0.31 0.01 Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 49.2 Natural Cycle: 55 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.61 Intersection Signal Delay: 11.0 Intersection Capacity Utilization 51.9% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service A Splits and Phases: 15: New Dundee Road & Strasburg Road 2016 AM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 15: New Dundee Road & Strasburg Road 2012-01-23 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (m) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Storage Length (m) 100.0 0.0 0.0 100.0 0.0 0.0 0.0 100.0 Storage Lanes 1 0 1 1 0 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 Frt 0.962 0.945 0.996 0.850 Flt Protected 0.950 0.950 0.991 0.950 Satd. Flow (prot) 1653 3241 0 1785 3124 0 0 3524 0 1653 1879 1479 Flt Permitted 0.252 0.586 0.796 0.306 Satd. Flow (perm) 438 3241 0 1101 3124 0 0 2830 0 532 1879 1479 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 69 223 5 13 Headway Factor 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 Link Speed (k/h) 50 50 50 50 Link Distance (m) 774.2 512.3 392.0 393.8 Travel Time (s) 55.7 36.9 28.2 28.4 Volume (vph) 14 200 69 10 459 266 104 425 15 197 434 13 Peak Hour 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 Heavy Vehicles (%) 8% 8% 0% 0% 8% 8% 0% 0% 0% 8% 0% 8% Adj. Flow (vph) 14 200 69 10 459 266 104 425 15 197 434 13 Lane Group Flow (vph) 14 269 0 10 725 0 0 544 0 197 434 13 Turn Type Perm Perm Perm pm+pt Free Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 6 Free Detector Phases 4 4 8 8 2 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0 8.0 22.0 Total Split (s) 22.0 22.0 0.0 22.0 22.0 0.0 22.0 22.0 0.0 11.0 33.0 0.0 Total Split (%) 40.0% 40.0% 0.0% 40.0% 40.0% 0.0% 40.0% 40.0% 0.0% 20.0% 60.0% 0.0% Maximum Green (s) 18.0 18.0 18.0 18.0 18.0 18.0 7.0 29.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None Max Max None Max Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 Act Effct Green (s) 13.9 13.9 13.9 13.9 20.6 29.1 29.2 51.1 Actuated g/c Ratio 0.27 0.27 0.27 0.27 0.40 0.55 0.57 1.00 v/c Ratio 0.12 0.29 0.03 0.72 0.48 0.45 0.40 0.01 Control Delay 15.9 11.2 13.1 15.6 15.1 10.0 8.4 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2016 PM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 15: New Dundee Road & Strasburg Road 2012-01-23 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 15.9 11.2 13.1 15.6 15.1 10.0 8.4 0.0 LOS B B B B B B A A Approach Delay 11.4 15.6 15.1 8.7 Approach LOS B B B A Queue Length 50th (m) 1.0 7.7 0.7 21.6 21.5 8.3 21.0 0.0 Queue Length 95th (m) 4.6 15.1 3.4 37.3 38.0 19.4 43.2 0.0 Internal Link Dist (m) 750.2 488.3 368.0 369.8 Turn Bay Length (m) 100.0 100.0 Base Capacity (vph) 143 1107 360 1172 1144 438 1073 1479 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.10 0.24 0.03 0.62 0.48 0.45 0.40 0.01 Intersection Summary Area Type: Other Cycle Length: 55 Actuated Cycle Length: 51.1 Natural Cycle: 55 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.72 Intersection Signal Delay: 12.9 Intersection Capacity Utilization 69.3% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service C Splits and Phases: 15: New Dundee Road & Strasburg Road 2016 PM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 15: New Dundee Road & Strasburg Road 2012-01-23 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (m) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Storage Length (m) 100.0 0.0 0.0 100.0 0.0 0.0 0.0 100.0 Storage Lanes 1 0 1 1 0 0 1 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 Frt 0.962 0.919 0.998 0.850 Flt Protected 0.950 0.950 0.990 0.950 Satd. Flow (prot) 1653 3241 0 1785 3038 0 0 3527 0 1653 1879 1479 Flt Permitted 0.326 0.222 0.786 0.387 Satd. Flow (perm) 567 3241 0 417 3038 0 0 2800 0 673 1879 1479 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 80 310 3 18 Headway Factor 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 Link Speed (k/h) 50 50 50 50 Link Distance (m) 280.1 512.3 392.0 393.8 Travel Time (s) 20.2 36.9 28.2 28.4 Volume (vph) 10 550 187 12 266 310 84 308 6 464 464 18 Peak Hour 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 Heavy Vehicles (%) 8% 8% 0% 0% 8% 8% 0% 0% 0% 8% 0% 8% Adj. Flow (vph) 10 550 187 12 266 310 84 308 6 464 464 18 Lane Group Flow (vph) 10 737 0 12 576 0 0 398 0 464 464 18 Turn Type Perm Perm Perm pm+pt Free Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 6 Free Detector Phases 4 4 8 8 2 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0 8.0 22.0 Total Split (s) 22.0 22.0 0.0 22.0 22.0 0.0 22.0 22.0 0.0 16.0 38.0 0.0 Total Split (%) 36.7% 36.7% 0.0% 36.7% 36.7% 0.0% 36.7% 36.7% 0.0% 26.7% 63.3% 0.0% Maximum Green (s) 18.0 18.0 18.0 18.0 18.0 18.0 12.0 34.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None Max Max None Max Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 Act Effct Green (s) 16.1 16.1 16.1 16.1 18.5 34.1 34.1 58.2 Actuated g/c Ratio 0.28 0.28 0.28 0.28 0.32 0.59 0.59 1.00 v/c Ratio 0.06 0.77 0.10 0.54 0.45 0.79 0.42 0.01 Control Delay 16.3 23.3 17.8 9.8 18.4 20.4 8.6 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2031 AM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 15: New Dundee Road & Strasburg Road 2012-01-23 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 16.3 23.3 17.8 9.8 18.4 20.4 8.6 0.0 LOS B C B A B C A A Approach Delay 23.2 10.0 18.4 14.2 Approach LOS C A B B Queue Length 50th (m) 0.8 35.1 1.0 12.2 19.3 28.7 27.5 0.0 Queue Length 95th (m) 3.9 53.1 4.6 24.6 31.0 #64.3 45.8 0.0 Internal Link Dist (m) 256.1 488.3 368.0 369.8 Turn Bay Length (m) 100.0 100.0 Base Capacity (vph) 170 1028 125 1128 893 591 1100 1479 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.06 0.72 0.10 0.51 0.45 0.79 0.42 0.01 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 58.2 Natural Cycle: 60 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.79 Intersection Signal Delay: 16.4 Intersection LOS: B Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 15: New Dundee Road & Strasburg Road 2031 AM Peak Synchro 6 Report SNC Lavalin Page 2

Lanes, Volumes, Timings 15: New Dundee Road & Strasburg Road 2012-01-23 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width (m) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 Storage Length (m) 100.0 0.0 0.0 100.0 0.0 0.0 0.0 100.0 Storage Lanes 1 0 1 1 0 0 0 1 Total Lost Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Leading Detector (m) 2.0 10.0 2.0 10.0 2.0 10.0 2.0 10.0 2.0 Trailing Detector (m) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Turning Speed (k/h) 25 15 25 15 25 15 25 15 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 Frt 0.969 0.934 0.997 0.850 Flt Protected 0.950 0.950 0.990 0.950 Satd. Flow (prot) 1653 3252 0 1785 3087 0 0 3524 0 1653 1879 1479 Flt Permitted 0.211 0.428 0.745 0.182 Satd. Flow (perm) 367 3252 0 804 3087 0 0 2652 0 317 1879 1479 Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) 56 345 4 19 Headway Factor 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 1.01 Link Speed (k/h) 50 50 50 50 Link Distance (m) 774.2 512.3 392.0 393.8 Travel Time (s) 55.7 36.9 28.2 28.4 Volume (vph) 24 364 94 12 673 527 146 569 17 402 555 19 Peak Hour 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 Heavy Vehicles (%) 8% 8% 0% 0% 8% 8% 0% 0% 0% 8% 0% 8% Adj. Flow (vph) 24 364 94 12 673 527 146 569 17 402 555 19 Lane Group Flow (vph) 24 458 0 12 1200 0 0 732 0 402 555 19 Turn Type Perm Perm Perm pm+pt Free Protected Phases 4 8 2 1 6 Permitted Phases 4 8 2 6 Free Detector Phases 4 4 8 8 2 2 1 6 Minimum Initial (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 Minimum Split (s) 22.0 22.0 22.0 22.0 22.0 22.0 8.0 22.0 Total Split (s) 23.0 23.0 0.0 23.0 23.0 0.0 22.0 22.0 0.0 15.0 37.0 0.0 Total Split (%) 38.3% 38.3% 0.0% 38.3% 38.3% 0.0% 36.7% 36.7% 0.0% 25.0% 61.7% 0.0% Maximum Green (s) 19.0 19.0 19.0 19.0 18.0 18.0 11.0 33.0 Yellow Time (s) 3.5 3.5 3.5 3.5 3.5 3.5 3.5 3.5 All-Red Time (s) 0.5 0.5 0.5 0.5 0.5 0.5 0.5 0.5 Lead/Lag Lag Lag Lead Lead-Lag Optimize? Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode None None None None Max Max None Max Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Pedestrian Calls (#/hr) 0 0 0 0 0 0 0 Act Effct Green (s) 19.0 19.0 19.0 19.0 18.0 33.0 33.0 60.0 Actuated g/c Ratio 0.32 0.32 0.32 0.32 0.30 0.55 0.55 1.00 v/c Ratio 0.21 0.43 0.05 0.99 0.92 0.96 0.54 0.01 Control Delay 20.5 15.6 15.0 40.5 39.8 51.7 11.1 0.0 Queue Delay 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 2031 PM Peak Synchro 6 Report SNC Lavalin Page 1

Lanes, Volumes, Timings 15: New Dundee Road & Strasburg Road 2012-01-23 Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Total Delay 20.5 15.6 15.0 40.5 39.8 51.7 11.1 0.0 LOS C B B D D D B A Approach Delay 15.9 40.3 39.8 27.6 Approach LOS B D D C Queue Length 50th (m) 2.0 18.7 1.0 53.4 42.3 30.3 36.8 0.0 Queue Length 95th (m) 7.6 30.4 4.2 #98.7 #75.3 #81.0 61.0 0.0 Internal Link Dist (m) 750.2 488.3 368.0 369.8 Turn Bay Length (m) 100.0 100.0 Base Capacity (vph) 116 1068 255 1213 798 419 1033 1479 Starvation Cap Reductn 0 0 0 0 0 0 0 0 Spillback Cap Reductn 0 0 0 0 0 0 0 0 Storage Cap Reductn 0 0 0 0 0 0 0 0 Reduced v/c Ratio 0.21 0.43 0.05 0.99 0.92 0.96 0.54 0.01 Intersection Summary Area Type: Other Cycle Length: 60 Actuated Cycle Length: 60 Natural Cycle: 60 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.99 Intersection Signal Delay: 33.1 Intersection LOS: C Intersection Capacity Utilization 95.2% ICU Level of Service F Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Splits and Phases: 15: New Dundee Road & Strasburg Road 2031 PM Peak Synchro 6 Report SNC Lavalin Page 2

Detailed Output about:blank Page 1 of 10 2012/01/24 DETAILED OUTPUT Strasburg Road-N-Robert Ferrie Drive Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 36 2.0 37 0 N 0.996 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 447 2.0 456 0 N 0.984 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 138 2.0 141 0 N 0.982

Detailed Output about:blank Page 2 of 10 2012/01/24 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 37 32.1 874.1 2.00 0.044 4.60 41.0 2.36 2 Dominant 37 32.1 874.1 2.00 0.044 3.92 34.9 2.01 Right 2 Dominant 37 32.1 874.1 2.00 0.044 3.92 34.9 2.01 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 456 45.7 100.3 1.03 0.247 4.77 60.6 3.12 Right 1 Dominant 456 45.7 100.3 1.03 0.247 4.77 60.6 3.12 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 141 29.2 207.5 2.00 0.157 4.54 36.8 2.38 Thru 1 Subdominant 141 29.2 207.5 2.00 0.157 4.54 36.8 2.38 2 Dominant 141 29.2 207.5 2.00 0.157 3.89 31.5 2.04 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Strasburg Road 8T T 447 2.0 36 2.0 37 2839 0.85 440 100 0.157 8R R 56 2.0 36 2.0 37 356 0.85 440 100 0.157 ----------- East: Robert Ferrie Drive 1L L 138 2.0 447 2.0 456 416 0.85 157 100 0.331* 6R R 116 2.0 447 2.0 456 350 0.85 157 100 0.331* ----------- 7L L 36 2.0 138 2.0 141 225 0.85 432 100 0.160 4T T 420 2.0 138 2.0 141 2628 0.85 432 100 0.160 ----------- * Maximum degree of saturation

Detailed Output about:blank Page 3 of 10 2012/01/24 Movement Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Strasburg Road 8T T 0.43 0.52 3.5 0.29 128.7 6.35 273.6 5.4 51.1 8R R 0.05 0.06 3.3 0.35 19.5 0.80 34.2 0.7 50.6 ------------------- East: Robert Ferrie Drive 1L L 0.33 0.40 8.7 0.84 115.5 2.86 94.4 2.3 40.6 6R R 0.28 0.33 8.7 0.71 82.7 2.17 70.5 1.6 43.2 ------------------- 7L L 0.04 0.05 4.1 0.85 30.6 0.70 25.6 0.6 44.9 4T T 0.44 0.53 3.8 0.33 140.3 6.30 263.6 5.2 51.2 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Strasburg Road 8T T 84.72 26.1 65.4 3.87 0.099 0.141 8R R 10.79 3.4 8.4 0.53 0.013 0.019 95.51 29.5 73.9 4.40 0.112 0.160 East: Robert Ferrie Drive 1L L 36.21 10.9 27.2 2.01 0.045 0.062 6R R 26.00 8.2 20.4 1.54 0.034 0.048 62.22 19.0 47.6 3.55 0.079 0.110 7L L 9.03 2.8 6.9 0.49 0.011 0.015 4T T 82.12 25.7 64.3 3.99 0.098 0.141 91.15 28.4 71.2 4.48 0.109 0.157 INTERSECTION: 248.88 77.0 192.7 12.44 0.300 0.426 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Strasburg Road 8T T 0.31 9.6 239.1 14.15 0.361 0.516 8R R 0.32 9.9 246.6 15.52 0.377 0.545 0.31 9.6 239.9 14.31 0.362 0.520

Detailed Output about:blank Page 4 of 10 2012/01/24 East: Robert Ferrie Drive 1L L 0.38 11.5 288.5 21.31 0.479 0.654 6R R 0.37 11.6 289.5 21.84 0.477 0.680 0.38 11.5 288.9 21.54 0.478 0.665 7L L 0.35 10.8 269.7 19.06 0.435 0.604 4T T 0.31 9.7 243.8 15.15 0.372 0.536 0.32 9.8 246.1 15.49 0.378 0.542 INTERSECTION: 0.33 10.1 252.9 16.32 0.393 0.560 Intersection Negotiation Data Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Strasburg Road East Right 71.3 42.5 30.9 500 106 No North Thru 86.8 45.7 62.2 500 116 No --------------- East: Robert Ferrie Drive South Left 26.5 29.2 104.1 500 183 No North Right 39.0 33.8 19.3 500 113 No --------------- South Thru 100.0 48.3 84.4 500 129 No East Left 34.0 32.1 133.5 500 185 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Strasburg Road 8T T 60.0 45.7 45.7 60.0 54.1 51.1 3.0 8R R 60.0 42.5 42.5 60.0 53.4 50.6 3.6 -------------- East: Robert Ferrie Drive 1L L 60.0 29.2 29.2 60.0 45.1 40.6 11.2 6R R 60.0 33.8 33.8 60.0 48.4 43.2 5.4 -------------- 7L L 60.0 32.1 32.1 60.0 47.7 44.9 11.1 4T T 60.0 48.3 48.3 60.0 52.8 51.2 2.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.

Detailed Output about:blank Page 5 of 10 2012/01/24 Lanes Lane Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Strasburg Road 1 T 231 1465 0.157 3.7 0.29 0.9 6.8 2000.0 2 TR 272 1729 0.157 3.3 0.30 0.9 6.9 500.0 East: Robert Ferrie Drive 1 LR 254 767 0.331 8.7 0.78 1.4 11.0 500.0 1 LT 208 1303 0.160 4.1 0.43 0.9 7.1 2000.0 2 T 248 1550 0.160 3.6 0.33 1.0 7.4 500.0 Lane Flow and Capacity Information Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Strasburg Road 1 T 0 231 0 231 150 1465 0.157 100 2 TR 0 216 56 272 150 1729 0.157 100 ----- East: Robert Ferrie Drive 1 LR 138 0 116 254 150 767 0.331 100 ----- 1 LT 36 172 0 208 150 1303 0.160 100 2 T 0 248 0 248 150 1550 0.160 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Strasburg Road 1 T 231 231 2 0.157 3.7 7 2000 2 TR 216 56 272 2 0.157 3.3 7 500 ---- 0 447 56 503 2 0.157 3.5 7

Detailed Output about:blank Page 6 of 10 2012/01/24 ------------ East: Robert Ferrie Drive 1 LR 138 116 254 2 0.331 8.7 11 500 ---- 138 0 116 254 2 0.331 8.7 11 ------------ 1 LT 36 172 208 2 0.160 4.1 7 2000 2 T 248 248 2 0.160 3.6 7 500 ---- 36 420 0 456 2 0.160 3.8 7 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1213 2 0.331 4.7 11 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Strasburg Road 1 T 45.7 1522 2.36 30.04 7.73 1.76 2 TR 45.1 1788 2.01 25.20 7.73 1.40 --------- East: Robert Ferrie Drive 1 LR 31.3 1152 3.12 27.17 7.73 2.24 --------- 1 LT 45.5 1513 2.38 30.05 7.73 1.77 2 T 48.3 1768 2.04 27.29 7.73 1.46 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Strasburg Road 1 T 0.157 3.2 0.5 3.7 0.0 2.6 0.0 2.6 3.0 3.7 2 TR 0.157 2.9 0.4 3.3 0.0 2.2 0.0 2.2 3.1 3.3 -------- East: Robert Ferrie Drive 1 LR 0.331 6.4 2.3 8.7 0.0 5.8 0.0 5.8 8.5 8.7 -------- 1 LT 0.160 3.6 0.5 4.1 0.0 1.8 0.0 1.8 4.1 4.1 2 T 0.160 3.1 0.4 3.6 0.0 1.2 0.0 1.2 2.7 3.6 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.

Detailed Output about:blank Page 7 of 10 2012/01/24 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.157 0.0 0.4 0.0 0.4 0.9 0.00 0.0 100.0 0.2 0.4 2 TR 0.157 0.0 0.4 0.0 0.4 0.9 0.01 0.0 100.0 0.2 0.4 ---------------------- East: Robert Ferrie Drive 1 LR 0.331 0.0 0.6 0.0 0.6 1.4 0.02 0.0 100.0 0.6 1.1 ---------------------- 1 LT 0.160 0.0 0.4 0.0 0.4 0.9 0.00 0.0 100.0 0.2 0.4 2 T 0.160 0.0 0.4 0.0 0.4 1.0 0.01 0.0 100.0 0.2 0.4 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.157 0.0 2.7 0.0 2.7 6.8 0.00 0.0 100.0 1.8 3.3 2 TR 0.157 0.0 2.8 0.0 2.8 6.9 0.01 0.0 100.0 1.9 3.5 ---------------------- East: Robert Ferrie Drive 1 LR 0.331 0.0 4.4 0.0 4.4 11.0 0.02 0.0 100.0 4.7 8.6 ---------------------- 1 LT 0.160 0.0 2.9 0.0 2.9 7.1 0.00 0.0 100.0 1.8 3.3 2 T 0.160 0.0 3.0 0.0 3.0 7.4 0.01 0.0 100.0 1.9 3.4 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016

Detailed Output about:blank Page 8 of 10 2012/01/24 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.157 0.4 0.5 0.6 0.7 0.9 1.0 2 TR 0.157 0.4 0.5 0.7 0.8 0.9 1.0 -------- East: Robert Ferrie Drive 1 LR 0.331 0.6 0.7 1.0 1.2 1.4 1.6 -------- 1 LT 0.160 0.4 0.5 0.7 0.8 0.9 1.0 2 T 0.160 0.4 0.5 0.7 0.8 1.0 1.1 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.157 2.7 3.5 5.0 5.8 6.8 7.5 2 TR 0.157 2.8 3.6 5.1 5.9 6.9 7.6 -------- East: Robert Ferrie Drive 1 LR 0.331 4.4 5.7 8.1 9.3 11.0 12.2 -------- 1 LT 0.160 2.9 3.7 5.2 6.1 7.1 7.9 2 T 0.160 3.0 3.8 5.4 6.3 7.4 8.2 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Strasburg Road 1 T 0.157 0.05 0.00 0.24 0.29 67.1 0.00 0.0 0.15 2 TR 0.157 0.04 0.00 0.26 0.30 81.1 0.00 0.0 0.14 -------- East: Robert Ferrie Drive 1 LR 0.331 0.50 0.00 0.28 0.78 198.1 0.00 0.0 0.53 -------- 1 LT 0.160 0.18 0.00 0.25 0.43 88.6 0.00 0.0 0.33 2 T 0.160 0.16 0.00 0.18 0.33 82.3 0.00 0.0 0.31 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued

Detailed Output about:blank Page 9 of 10 2012/01/24 Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Strasburg Road East 8R Right 55 1 1.00 1.00 1.00 North 8T Thru 438 9 1.00 1.00 1.00 --------- East: Robert Ferrie Drive South 1L Left 135 3 1.00 1.00 1.00 North 6R Right 114 2 1.00 1.00 1.00 --------- South 4T Thru 412 8 1.00 1.00 1.00 East 7L Left 35 1 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0 438 9 0 0 8R R 0 0 0 0 55 1 East: Robert Ferrie Drive 1L L 135 3 0 0 0 0 6R R 0 0 0 0 114 2 7L L 35 1 0 0 0 0 4T T 0 0 412 8 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV ---

Detailed Output Page 10 of 10 Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0.0 447 2.0 0 0.0 8R R 0 0.0 0 0.0 56 2.0 --- East: Robert Ferrie Drive 1L L 138 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 116 2.0 --- 7L L 36 2.0 0 0.0 0 0.0 4T T 0 0.0 420 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2016 Processed: January 24, 2012 1:55:28 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Strasburg Road - Final.sip 8000904, SNC-LAVALIN INC, SINGLE about:blank 2012/01/24

Detailed Output about:blank Page 1 of 10 2012/01/24 DETAILED OUTPUT Strasburg Road-N-Robert Ferrie Drive Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 119 2.0 121 0 N 0.991 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 544 2.0 555 0 N 0.960 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 86 2.0 88 0 N 0.988

Detailed Output about:blank Page 2 of 10 2012/01/24 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 121 32.1 264.4 2.00 0.137 4.54 40.5 2.37 2 Dominant 121 32.1 264.4 2.00 0.137 3.88 34.6 2.02 Right 2 Dominant 121 32.1 264.4 2.00 0.137 3.88 34.6 2.02 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 555 45.7 82.4 1.13 0.317 4.63 58.8 3.09 Right 1 Dominant 555 45.7 82.4 1.13 0.317 4.63 58.8 3.09 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 88 29.2 332.9 2.00 0.101 4.57 37.0 2.37 Thru 1 Subdominant 88 29.2 332.9 2.00 0.101 4.57 37.0 2.37 2 Dominant 88 29.2 332.9 2.00 0.101 3.89 31.6 2.02 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Strasburg Road 8T T 544 2.0 119 2.0 121 2292 0.85 258 100 0.237 8R R 155 2.0 119 2.0 121 653 0.85 258 100 0.237 ----------- East: Robert Ferrie Drive 1L L 86 2.0 544 2.0 555 409 0.85 304 100 0.210 6R R 63 2.0 544 2.0 555 300 0.85 304 100 0.210 ----------- 7L L 119 2.0 86 2.0 88 480 0.85 243 100 0.248* 4T T 631 2.0 86 2.0 88 2544 0.85 243 100 0.248* ----------- * Maximum degree of saturation

Detailed Output about:blank Page 3 of 10 2012/01/24 Movement Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Strasburg Road 8T T 0.67 0.81 4.5 0.35 190.8 8.19 333.0 6.7 49.9 8R R 0.18 0.21 4.1 0.39 60.7 2.33 94.6 1.9 49.7 ------------------- East: Robert Ferrie Drive 1L L 0.18 0.21 7.5 0.84 72.0 1.76 58.9 1.4 41.4 6R R 0.13 0.16 7.5 0.72 45.1 1.16 38.3 0.9 44.2 ------------------- 7L L 0.16 0.19 4.7 0.79 94.0 2.31 84.5 1.9 44.2 4T T 0.76 0.91 4.4 0.30 189.8 9.48 396.0 7.8 50.5 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Strasburg Road 8T T 106.53 33.3 83.4 5.33 0.128 0.185 8R R 30.69 9.7 24.2 1.61 0.038 0.055 137.22 43.0 107.6 6.95 0.166 0.240 East: Robert Ferrie Drive 1L L 22.26 6.8 16.9 1.26 0.028 0.038 6R R 13.90 4.4 11.0 0.84 0.018 0.026 36.16 11.2 27.9 2.09 0.046 0.065 7L L 30.02 9.1 22.7 1.59 0.037 0.051 4T T 123.72 38.2 95.5 5.74 0.145 0.207 153.74 47.3 118.3 7.33 0.182 0.257 INTERSECTION: 327.12 101.4 253.7 16.37 0.394 0.562 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Strasburg Road 8T T 0.32 10.0 250.3 16.01 0.386 0.557 8R R 0.32 10.2 256.0 17.05 0.398 0.579 0.32 10.1 251.6 16.24 0.388 0.562

Detailed Output about:blank Page 4 of 10 2012/01/24 East: Robert Ferrie Drive 1L L 0.38 11.5 287.0 21.32 0.475 0.654 6R R 0.36 11.5 287.9 21.86 0.474 0.680 0.37 11.5 287.3 21.54 0.475 0.664 7L L 0.36 10.8 269.1 18.85 0.434 0.599 4T T 0.31 9.6 241.2 14.49 0.366 0.522 0.32 9.8 246.1 15.26 0.378 0.536 INTERSECTION: 0.33 10.1 252.4 16.28 0.392 0.559 Intersection Negotiation Data Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Strasburg Road East Right 71.3 42.5 30.9 500 108 No North Thru 86.8 45.7 62.2 500 117 No --------------- East: Robert Ferrie Drive South Left 26.5 29.2 104.1 500 183 No North Right 39.0 33.8 19.3 500 113 No --------------- South Thru 100.0 48.3 84.4 500 129 No East Left 34.0 32.1 133.5 500 192 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Strasburg Road 8T T 60.0 45.7 45.7 60.0 52.6 49.9 3.0 8R R 60.0 42.5 42.5 60.0 52.2 49.7 3.6 -------------- East: Robert Ferrie Drive 1L L 60.0 29.2 29.2 60.0 45.1 41.4 11.2 6R R 60.0 33.8 33.8 60.0 48.3 44.2 5.4 -------------- 7L L 60.0 32.1 32.1 60.0 47.4 44.2 11.1 4T T 60.0 48.3 48.3 60.0 53.2 50.5 2.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.

Detailed Output about:blank Page 5 of 10 2012/01/24 Lanes Lane Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Strasburg Road 1 T 319 1344 0.237 4.7 0.36 1.4 10.8 2000.0 2 TR 380 1600 0.237 4.1 0.36 1.4 11.0 500.0 East: Robert Ferrie Drive 1 LR 149 709 0.210 7.5 0.79 0.8 6.6 500.0 1 LT 343 1382 0.248 4.7 0.47 1.6 12.2 2000.0 2 T 407 1641 0.248 4.2 0.30 1.6 12.5 500.0 Lane Flow and Capacity Information Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Strasburg Road 1 T 0 319 0 319 150 1344 0.237 100 2 TR 0 225 155 380 150 1600 0.237 100 ----- East: Robert Ferrie Drive 1 LR 86 0 63 149 149 709 0.210 100 ----- 1 LT 119 224 0 343 150 1382 0.248 100 2 T 0 407 0 407 150 1641 0.248 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Strasburg Road 1 T 319 319 2 0.237 4.7 11 2000 2 TR 225 155 380 2 0.237 4.1 11 500 ---- 0 544 155 699 2 0.237 4.4 11

Detailed Output about:blank Page 6 of 10 2012/01/24 ------------ East: Robert Ferrie Drive 1 LR 86 63 149 2 0.210 7.5 7 500 ---- 86 0 63 149 2 0.210 7.5 7 ------------ 1 LT 119 224 343 2 0.248 4.7 12 2000 2 T 407 407 2 0.248 4.2 12 500 ---- 119 631 0 750 2 0.248 4.4 12 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1598 2 0.248 4.7 12 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Strasburg Road 1 T 45.7 1518 2.37 30.13 7.73 1.76 2 TR 44.4 1779 2.02 24.96 7.73 1.40 --------- East: Robert Ferrie Drive 1 LR 31.2 1166 3.09 26.71 7.73 2.19 --------- 1 LT 42.6 1520 2.37 28.06 7.73 1.72 2 T 48.3 1783 2.02 27.06 7.73 1.44 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Strasburg Road 1 T 0.237 3.9 0.8 4.7 0.0 2.4 0.0 2.4 3.0 4.7 2 TR 0.237 3.4 0.7 4.1 0.0 2.0 0.0 2.0 3.2 4.1 -------- East: Robert Ferrie Drive 1 LR 0.210 6.1 1.3 7.5 0.0 4.6 0.0 4.6 8.7 7.5 -------- 1 LT 0.248 3.8 0.9 4.7 0.0 3.0 0.0 3.0 5.6 4.7 2 T 0.248 3.4 0.7 4.2 0.0 2.2 0.0 2.2 2.7 4.2 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.

Detailed Output about:blank Page 7 of 10 2012/01/24 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.237 0.0 0.6 0.0 0.6 1.4 0.01 0.0 100.0 0.4 0.8 2 TR 0.237 0.0 0.6 0.0 0.6 1.4 0.02 0.0 100.0 0.4 0.8 ---------------------- East: Robert Ferrie Drive 1 LR 0.210 0.0 0.3 0.0 0.3 0.8 0.01 0.0 100.0 0.3 0.6 ---------------------- 1 LT 0.248 0.0 0.6 0.0 0.6 1.6 0.01 0.0 100.0 0.4 0.8 2 T 0.248 0.0 0.7 0.0 0.7 1.6 0.02 0.0 100.0 0.5 0.9 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.237 0.0 4.3 0.0 4.3 10.8 0.01 0.0 100.0 3.2 5.8 2 TR 0.237 0.0 4.4 0.0 4.4 11.0 0.02 0.0 100.0 3.4 6.1 ---------------------- East: Robert Ferrie Drive 1 LR 0.210 0.0 2.6 0.0 2.6 6.6 0.01 0.0 100.0 2.4 4.3 ---------------------- 1 LT 0.248 0.0 4.9 0.0 4.9 12.2 0.01 0.0 100.0 3.5 6.3 2 T 0.248 0.0 5.0 0.0 5.0 12.5 0.02 0.0 100.0 3.6 6.6 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016

Detailed Output about:blank Page 8 of 10 2012/01/24 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.237 0.6 0.7 1.0 1.2 1.4 1.5 2 TR 0.237 0.6 0.7 1.0 1.2 1.4 1.6 -------- East: Robert Ferrie Drive 1 LR 0.210 0.3 0.4 0.6 0.7 0.8 0.9 -------- 1 LT 0.248 0.6 0.8 1.2 1.3 1.6 1.7 2 T 0.248 0.6 0.8 1.2 1.4 1.6 1.8 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.237 4.3 5.6 7.9 9.2 10.8 12.0 2 TR 0.237 4.4 5.7 8.1 9.4 11.0 12.2 -------- East: Robert Ferrie Drive 1 LR 0.210 2.6 3.4 4.8 5.6 6.6 7.3 -------- 1 LT 0.248 4.9 6.3 8.9 10.3 12.2 13.5 2 T 0.248 5.0 6.5 9.2 10.6 12.5 13.9 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Strasburg Road 1 T 0.237 0.16 0.00 0.20 0.36 114.5 0.00 0.0 0.31 2 TR 0.237 0.14 0.00 0.22 0.36 137.0 0.00 0.0 0.29 -------- East: Robert Ferrie Drive 1 LR 0.210 0.51 0.00 0.28 0.79 117.2 0.00 0.0 0.54 -------- 1 LT 0.248 0.13 0.00 0.34 0.47 159.9 0.00 0.0 0.28 2 T 0.248 0.11 0.00 0.19 0.30 123.9 0.00 0.0 0.26 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued

Detailed Output about:blank Page 9 of 10 2012/01/24 Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Strasburg Road East 8R Right 152 3 1.00 1.00 1.00 North 8T Thru 533 11 1.00 1.00 1.00 --------- East: Robert Ferrie Drive South 1L Left 84 2 1.00 1.00 1.00 North 6R Right 62 1 1.00 1.00 1.00 --------- South 4T Thru 618 13 1.00 1.00 1.00 East 7L Left 117 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0 533 11 0 0 8R R 0 0 0 0 152 3 East: Robert Ferrie Drive 1L L 84 2 0 0 0 0 6R R 0 0 0 0 62 1 7L L 117 2 0 0 0 0 4T T 0 0 618 13 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV ---

Detailed Output Page 10 of 10 Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0.0 544 2.0 0 0.0 8R R 0 0.0 0 0.0 155 2.0 --- East: Robert Ferrie Drive 1L L 86 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 63 2.0 --- 7L L 119 2.0 0 0.0 0 0.0 4T T 0 0.0 631 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2016 Processed: January 24, 2012 1:56:07 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Strasburg Road - Final.sip 8000904, SNC-LAVALIN INC, SINGLE about:blank 2012/01/24

Detailed Output DETAILED OUTPUT Strasburg Road-N-Robert Ferrie Drive Page 1 of 10 Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 116 2.0 118 0 N 0.984 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 712 2.0 726 0 N 0.942 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 250 2.0 255 0 N 0.948 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages about:blank 2012/01/24

Detailed Output Page 2 of 10 Gap Acceptance Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 118 32.1 271.3 2.00 0.134 4.54 40.5 2.37 2 Dominant 118 32.1 271.3 2.00 0.134 3.87 34.5 2.02 Right 2 Dominant 118 32.1 271.3 2.00 0.134 3.87 34.5 2.02 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 726 45.7 63.0 1.05 0.372 4.40 55.9 3.02 Right 1 Dominant 726 45.7 63.0 1.05 0.372 4.40 55.9 3.02 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 255 29.2 114.5 2.00 0.266 4.41 35.8 2.36 Thru 1 Subdominant 255 29.2 114.5 2.00 0.266 4.41 35.8 2.36 2 Dominant 255 29.2 114.5 2.00 0.266 3.74 30.3 2.00 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Strasburg Road 8T T 712 2.0 116 2.0 118 2516 0.85 200 100 0.283 8R R 119 2.0 116 2.0 118 421 0.85 200 100 0.283 ----------- East: Robert Ferrie Drive 1L L 250 2.0 712 2.0 726 299 0.85 2 100 0.837* 6R R 287 2.0 712 2.0 726 343 0.85 2 100 0.837* ----------- 7L L 116 2.0 250 2.0 255 389 0.85 185 100 0.298 4T T 643 2.0 250 2.0 255 2157 0.85 185 100 0.298 ----------- * Maximum degree of saturation Movement Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 about:blank 2012/01/24

Detailed Output Page 3 of 10 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Strasburg Road 8T T 0.96 1.16 4.9 0.36 254.9 10.95 435.8 8.8 49.4 8R R 0.15 0.18 4.6 0.40 47.5 1.83 72.7 1.5 49.3 ------------------- East: Robert Ferrie Drive 1L L 2.22 2.66 32.0 1.21 301.8 8.31 171.1 5.8 29.4 6R R 2.55 3.06 32.0 1.18 337.8 9.13 174.4 5.9 29.5 ------------------- 7L L 0.19 0.23 6.0 0.79 92.0 2.36 82.4 1.9 43.7 4T T 0.97 1.17 5.4 0.46 295.6 10.76 403.5 8.2 49.2 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Strasburg Road 8T T 140.72 44.0 110.1 7.12 0.170 0.246 8R R 23.78 7.5 18.8 1.26 0.029 0.043 164.49 51.5 128.9 8.38 0.200 0.288 East: Robert Ferrie Drive 1L L 84.82 22.8 57.1 4.13 0.100 0.124 6R R 86.73 23.9 59.9 4.49 0.105 0.135 171.55 46.8 117.0 8.61 0.205 0.258 7L L 29.98 9.1 22.8 1.64 0.037 0.052 4T T 131.96 41.9 104.7 7.14 0.164 0.238 161.94 51.0 127.6 8.78 0.202 0.290 INTERSECTION: 497.98 149.2 373.4 25.78 0.606 0.837 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Strasburg Road 8T T 0.32 10.1 252.6 16.34 0.391 0.564 8R R 0.33 10.3 258.1 17.35 0.403 0.585 0.32 10.1 253.4 16.48 0.393 0.567 East: Robert Ferrie Drive 1L L 0.50 13.3 333.5 24.11 0.582 0.724 6R R 0.50 13.7 343.7 25.74 0.602 0.772 0.50 13.5 338.6 24.93 0.592 0.748 7L L 0.36 11.1 277.1 19.94 0.451 0.626 4T T 0.33 10.4 259.6 17.69 0.407 0.591 about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output 0.33 10.5 262.5 18.07 0.415 0.597 INTERSECTION: 0.37 11.1 278.7 19.24 0.452 0.625 Page 4 of 10 Intersection Negotiation Data Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Strasburg Road East Right 71.3 42.5 30.9 500 106 No North Thru 86.8 45.7 62.2 500 116 No --------------- East: Robert Ferrie Drive South Left 26.5 29.2 104.1 500 182 No North Right 39.0 33.8 19.3 500 112 No --------------- South Thru 100.0 48.3 84.4 500 129 No East Left 34.0 32.1 133.5 500 191 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Strasburg Road 8T T 60.0 45.7 45.7 60.0 52.3 49.4 3.0 8R R 60.0 42.5 42.5 60.0 52.0 49.3 3.6 -------------- East: Robert Ferrie Drive 1L L 60.0 29.2 29.2 60.0 17.3 41.1 29.4 11.2 6R R 60.0 33.8 33.8 60.0 17.3 42.5 29.5 5.4 -------------- 7L L 60.0 32.1 32.1 60.0 47.2 43.7 11.1 4T T 60.0 48.3 48.3 60.0 50.8 49.2 2.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031

Detailed Output Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Strasburg Road 1 T 379 1340 0.283 5.2 0.37 1.8 14.2 2000.0 2 TR 452 1597 0.283 4.6 0.36 1.9 14.7 500.0 East: Robert Ferrie Drive 1 LR 537 641 0.837 32.0 1.19 8.4 64.6 500.0 1 LT 342 1148 0.298 6.0 0.58 2.1 15.9 2000.0 2 T 417 1397 0.298 5.2 0.45 2.2 16.8 500.0 Page 5 of 10 Lane Flow and Capacity Information Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Strasburg Road 1 T 0 379 0 379 150 1340 0.283 100 2 TR 0 333 119 452 150 1597 0.283 100 ----- East: Robert Ferrie Drive 1 LR 250 0 287 537 150 641 0.837 100 ----- 1 LT 116 226 0 342 150 1148 0.298 100 2 T 0 417 0 417 150 1397 0.298 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Strasburg Road 1 T 379 379 2 0.283 5.2 14 2000 2 TR 333 119 452 2 0.283 4.6 15 500 ---- 0 712 119 831 2 0.283 4.8 15 ------------ East: Robert Ferrie Drive 1 LR 250 287 537 2 0.837 32.0 65 500 ---- 250 0 287 537 2 0.837 32.0 65 ------------ 1 LT 116 226 342 2 0.298 6.0 16 2000 2 T 417 417 2 0.298 5.2 17 500 ---- 116 643 0 759 2 0.298 5.5 17 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2127 2 0.837 11.9 65 ========================================================================== about:blank 2012/01/24

Detailed Output Peak flow period = 15 minutes. Page 6 of 10 Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Strasburg Road 1 T 45.7 1520 2.37 30.09 7.73 1.76 2 TR 44.9 1784 2.02 25.16 7.73 1.40 --------- East: Robert Ferrie Drive 1 LR 31.7 1192 3.02 26.58 7.73 2.14 --------- 1 LT 42.8 1525 2.36 28.05 7.73 1.71 2 T 48.3 1800 2.00 26.81 7.73 1.42 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Strasburg Road 1 T 0.283 4.1 1.1 5.2 0.0 2.7 0.0 2.7 3.0 5.2 2 TR 0.283 3.7 0.9 4.6 0.0 2.3 0.0 2.3 3.1 4.6 -------- East: Robert Ferrie Drive 1 LR 0.837 9.8 22.2 32.0 0.0 27.2 4.0 23.2 8.1 32.0 -------- 1 LT 0.298 4.6 1.3 6.0 0.0 2.7 0.0 2.7 5.5 6.0 2 T 0.298 4.1 1.1 5.2 0.0 1.3 0.0 1.3 2.7 5.2 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 ---------------------- about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.283 0.0 0.7 0.0 0.7 1.8 0.01 0.0 100.0 0.5 1.0 2 TR 0.283 0.0 0.8 0.0 0.8 1.9 0.03 0.0 100.0 0.6 1.0 ---------------------- East: Robert Ferrie Drive 1 LR 0.837 1.0 2.0 1.3 3.4 8.4 0.13 0.0 100.0 4.8 8.7 ---------------------- 1 LT 0.298 0.0 0.8 0.0 0.8 2.1 0.01 0.0 100.0 0.6 1.0 2 T 0.298 0.0 0.9 0.0 0.9 2.2 0.03 0.0 100.0 0.6 1.1 ---------------------- Page 7 of 10 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.283 0.0 5.7 0.0 5.7 14.2 0.01 0.0 100.0 4.2 7.6 2 TR 0.283 0.0 5.9 0.0 5.9 14.7 0.03 0.0 100.0 4.4 8.0 ---------------------- East: Robert Ferrie Drive 1 LR 0.837 8.1 15.8 10.2 26.0 64.6 0.13 0.0 100.0 36.9 66.9 ---------------------- 1 LT 0.298 0.0 6.4 0.0 6.4 15.9 0.01 0.0 100.0 4.4 7.9 2 T 0.298 0.0 6.8 0.0 6.8 16.8 0.03 0.0 100.0 4.6 8.4 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.283 0.7 1.0 1.4 1.6 1.8 2.0 2 TR 0.283 0.8 1.0 1.4 1.6 1.9 2.1 -------- East: Robert Ferrie Drive 1 LR 0.837 3.4 4.4 6.1 7.1 8.4 9.3 -------- 1 LT 0.298 0.8 1.1 1.5 1.7 2.1 2.3 2 T 0.298 0.9 1.1 1.6 1.9 2.2 2.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.

Detailed Output Page 8 of 10 Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.283 5.7 7.4 10.5 12.1 14.2 15.8 2 TR 0.283 5.9 7.6 10.8 12.5 14.7 16.3 -------- East: Robert Ferrie Drive 1 LR 0.837 26.0 33.6 47.4 54.9 64.6 71.7 -------- 1 LT 0.298 6.4 8.3 11.7 13.5 15.9 17.6 2 T 0.298 6.8 8.8 12.3 14.3 16.8 18.7 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Strasburg Road 1 T 0.283 0.18 0.00 0.19 0.37 139.0 0.00 0.0 0.34 2 TR 0.283 0.16 0.00 0.20 0.36 163.4 0.00 0.0 0.32 -------- East: Robert Ferrie Drive 1 LR 0.837 0.89 0.24 0.06 1.19 639.6 0.67 357.5 0.89 -------- 1 LT 0.298 0.36 0.00 0.22 0.58 198.5 0.00 0.0 0.53 2 T 0.298 0.33 0.00 0.13 0.45 189.1 0.00 0.0 0.51 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Strasburg Road East 8R Right 117 2 1.00 1.00 1.00 North 8T Thru 698 14 1.00 1.00 1.00 --------- East: Robert Ferrie Drive South 1L Left 245 5 1.00 1.00 1.00 North 6R Right 281 6 1.00 1.00 1.00 --------- about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output South 4T Thru 630 13 1.00 1.00 1.00 East 7L Left 114 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 9 of 10 Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0 698 14 0 0 8R R 0 0 0 0 117 2 East: Robert Ferrie Drive 1L L 245 5 0 0 0 0 6R R 0 0 0 0 281 6 7L L 114 2 0 0 0 0 4T T 0 0 630 13 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0.0 712 2.0 0 0.0 8R R 0 0.0 0 0.0 119 2.0 --- East: Robert Ferrie Drive 1L L 250 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 287 2.0 --- 7L L 116 2.0 0 0.0 0 0.0 4T T 0 0.0 643 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031

about:blank 2012/01/24 Detailed Output Page 10 of 10 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday AM 2031 Processed: January 24, 2012 2:06:28 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Strasburg Road - Final.sip 8000904, SNC-LAVALIN INC, SINGLE

Detailed Output about:blank Page 1 of 10 2012/01/24 DETAILED OUTPUT Strasburg Road-N-Robert Ferrie Drive Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 319 2.0 325 0 N 0.959 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 833 2.0 850 0 N 0.867 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 182 2.0 186 0 N 0.964

Detailed Output about:blank Page 2 of 10 2012/01/24 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 325 32.1 98.6 2.00 0.327 4.33 38.6 2.35 2 Dominant 325 32.1 98.6 2.00 0.327 3.64 32.5 1.97 Right 2 Dominant 325 32.1 98.6 2.00 0.327 3.65 32.5 1.97 ---------------- East: Robert Ferrie Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 850 45.7 53.8 1.15 0.451 4.25 54.0 2.97 Right 1 Dominant 850 45.7 53.8 1.15 0.451 4.25 54.0 2.97 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 186 29.2 157.3 2.00 0.202 4.47 36.2 2.36 Thru 1 Subdominant 186 29.2 157.3 2.00 0.202 4.47 36.2 2.36 2 Dominant 186 29.2 157.3 2.00 0.202 3.79 30.7 2.00 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Strasburg Road 8T T 833 2.0 319 2.0 325 1834 0.85 87 100 0.454 8R R 286 2.0 319 2.0 325 630 0.85 87 100 0.454 ----------- East: Robert Ferrie Drive 1L L 182 2.0 833 2.0 850 275 0.85 28 100 0.663* 6R R 187 2.0 833 2.0 850 282 0.85 28 100 0.663* ----------- 7L L 319 2.0 182 2.0 186 674 0.85 80 100 0.473 4T T 978 2.0 182 2.0 186 2067 0.85 80 100 0.473 ----------- * Maximum degree of saturation

Detailed Output about:blank Page 3 of 10 2012/01/24 Movement Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Strasburg Road 8T T 1.80 2.16 7.8 0.57 476.8 15.07 509.9 11.0 46.4 8R R 0.56 0.68 7.1 0.57 164.2 5.05 174.6 3.7 46.7 ------------------- East: Robert Ferrie Drive 1L L 1.09 1.31 21.6 1.06 193.0 5.14 124.6 3.7 33.5 6R R 1.12 1.35 21.6 1.01 189.4 4.99 113.6 3.3 34.3 ------------------- 7L L 0.69 0.83 7.8 0.73 232.0 6.61 226.5 5.4 42.1 4T T 1.95 2.33 7.2 0.44 428.3 16.91 613.8 13.0 47.3 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Strasburg Road 8T T 177.14 56.1 140.4 10.11 0.225 0.326 8R R 60.84 19.4 48.5 3.55 0.078 0.114 237.98 75.5 188.8 13.66 0.303 0.440 East: Robert Ferrie Drive 1L L 55.60 15.7 39.2 2.88 0.067 0.087 6R R 50.15 14.6 36.6 2.78 0.063 0.084 105.74 30.3 75.8 5.66 0.130 0.171 7L L 84.33 25.3 63.4 4.54 0.104 0.142 4T T 205.87 64.3 160.9 10.89 0.254 0.364 290.20 89.6 224.3 15.43 0.358 0.506 INTERSECTION: 633.92 195.4 488.9 34.74 0.791 1.117 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Strasburg Road 8T T 0.35 11.0 275.3 19.84 0.442 0.640 8R R 0.35 11.1 277.5 20.31 0.447 0.650 0.35 11.0 275.9 19.96 0.443 0.643

Detailed Output about:blank Page 4 of 10 2012/01/24 East: Robert Ferrie Drive 1L L 0.45 12.6 314.8 23.11 0.539 0.699 6R R 0.44 12.9 322.0 24.46 0.552 0.741 0.44 12.7 318.2 23.75 0.545 0.719 7L L 0.37 11.2 279.8 20.05 0.458 0.628 4T T 0.34 10.5 262.2 17.74 0.414 0.592 0.35 10.7 266.9 18.36 0.426 0.602 INTERSECTION: 0.36 11.1 277.3 19.71 0.449 0.634 Intersection Negotiation Data Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Strasburg Road East Right 71.3 42.5 30.9 500 108 No North Thru 86.8 45.7 62.2 500 118 No --------------- East: Robert Ferrie Drive South Left 26.5 29.2 104.1 500 183 No North Right 39.0 33.8 19.3 500 113 No --------------- South Thru 100.0 48.3 84.4 500 129 No East Left 34.0 32.1 133.5 500 199 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Strasburg Road 8T T 60.0 45.7 45.7 60.0 49.7 46.4 3.0 8R R 60.0 42.5 42.5 60.0 49.7 46.7 3.6 -------------- East: Robert Ferrie Drive 1L L 60.0 29.2 29.2 60.0 16.7 42.8 33.5 11.2 6R R 60.0 33.8 33.8 60.0 16.7 44.7 34.3 5.4 -------------- 7L L 60.0 32.1 32.1 60.0 46.6 42.1 11.1 4T T 60.0 48.3 48.3 60.0 50.7 47.3 2.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.

Detailed Output about:blank Page 5 of 10 2012/01/24 Lanes Lane Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Strasburg Road 1 T 501 1102 0.454 8.2 0.59 3.4 26.0 2000.0 2 TR 618 1361 0.454 7.1 0.56 3.6 27.5 500.0 East: Robert Ferrie Drive 1 LR 369 557 0.663 21.6 1.04 4.5 34.9 500.0 1 LT 588 1242 0.473 7.8 0.60 3.9 30.2 2000.0 2 T 709 1499 0.473 6.9 0.43 4.1 31.5 500.0 Lane Flow and Capacity Information Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Strasburg Road 1 T 0 501 0 501 150 1102 0.454 100 2 TR 0 332 286 618 150 1361 0.454 100 ----- East: Robert Ferrie Drive 1 LR 182 0 187 369 150 557 0.663 100 ----- 1 LT 319 269 0 588 150 1242 0.473 100 2 T 0 709 0 709 150 1499 0.473 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Strasburg Road 1 T 501 501 2 0.454 8.2 26 2000 2 TR 332 286 618 2 0.454 7.1 27 500 ---- 0 833 286 1119 2 0.454 7.6 27

Detailed Output about:blank Page 6 of 10 2012/01/24 ------------ East: Robert Ferrie Drive 1 LR 182 187 369 2 0.663 21.6 35 500 ---- 182 0 187 369 2 0.663 21.6 35 ------------ 1 LT 319 269 588 2 0.473 7.8 30 2000 2 T 709 709 2 0.473 6.9 32 500 ---- 319 978 0 1297 2 0.473 7.3 32 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2785 2 0.663 9.3 35 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Strasburg Road 1 T 45.7 1535 2.35 29.80 7.73 1.74 2 TR 44.2 1824 1.97 24.24 7.73 1.34 --------- East: Robert Ferrie Drive 1 LR 31.5 1211 2.97 26.06 7.73 2.09 --------- 1 LT 39.5 1526 2.36 25.88 7.73 1.65 2 T 48.3 1800 2.00 26.81 7.73 1.42 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Strasburg Road 1 T 0.454 5.5 2.7 8.2 0.0 3.6 0.0 3.6 3.0 8.2 2 TR 0.454 4.9 2.2 7.1 0.0 2.7 0.0 2.7 3.3 7.1 -------- East: Robert Ferrie Drive 1 LR 0.663 9.8 11.8 21.6 0.0 17.2 1.9 15.3 8.3 21.6 -------- 1 LT 0.473 5.3 2.6 7.8 0.0 4.8 0.0 4.8 7.2 7.8 2 T 0.473 4.8 2.1 6.9 0.0 3.0 0.0 3.0 2.7 6.9 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.

Detailed Output about:blank Page 7 of 10 2012/01/24 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.454 0.0 1.4 0.0 1.4 3.4 0.01 0.0 100.0 1.1 2.1 2 TR 0.454 0.0 1.4 0.0 1.4 3.6 0.05 0.0 100.0 1.2 2.2 ---------------------- East: Robert Ferrie Drive 1 LR 0.663 0.4 1.4 0.4 1.8 4.5 0.07 0.0 100.0 2.2 4.0 ---------------------- 1 LT 0.473 0.0 1.6 0.0 1.6 3.9 0.02 0.0 100.0 1.3 2.3 2 T 0.473 0.0 1.6 0.0 1.6 4.1 0.06 0.0 100.0 1.4 2.5 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.454 0.0 10.4 0.0 10.4 26.0 0.01 0.0 100.0 8.8 16.0 2 TR 0.454 0.0 11.1 0.0 11.1 27.5 0.05 0.0 100.0 9.4 17.1 ---------------------- East: Robert Ferrie Drive 1 LR 0.663 2.8 11.0 3.0 14.0 34.9 0.07 0.0 100.0 17.1 31.0 ---------------------- 1 LT 0.473 0.0 12.1 0.0 12.1 30.2 0.02 0.0 100.0 9.9 17.9 2 T 0.473 0.0 12.7 0.0 12.7 31.5 0.06 0.0 100.0 10.5 19.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031

Detailed Output about:blank Page 8 of 10 2012/01/24 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.454 1.4 1.7 2.5 2.9 3.4 3.7 2 TR 0.454 1.4 1.9 2.6 3.0 3.6 3.9 -------- East: Robert Ferrie Drive 1 LR 0.663 1.8 2.4 3.3 3.8 4.5 5.0 -------- 1 LT 0.473 1.6 2.0 2.9 3.3 3.9 4.3 2 T 0.473 1.6 2.1 3.0 3.5 4.1 4.5 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.454 10.4 13.5 19.1 22.1 26.0 28.8 2 TR 0.454 11.1 14.3 20.2 23.4 27.5 30.5 -------- East: Robert Ferrie Drive 1 LR 0.663 14.0 18.2 25.6 29.7 34.9 38.7 -------- 1 LT 0.473 12.1 15.7 22.2 25.6 30.2 33.5 2 T 0.473 12.7 16.4 23.1 26.8 31.5 35.0 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Strasburg Road 1 T 0.454 0.49 0.00 0.10 0.59 295.6 0.00 0.0 0.64 2 TR 0.454 0.44 0.00 0.12 0.56 345.5 0.00 0.0 0.61 -------- East: Robert Ferrie Drive 1 LR 0.663 0.82 0.11 0.10 1.04 382.4 0.32 117.2 0.82 -------- 1 LT 0.473 0.35 0.00 0.25 0.60 351.9 0.00 0.0 0.54 2 T 0.473 0.31 0.00 0.13 0.43 308.4 0.00 0.0 0.51 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued

Detailed Output about:blank Page 9 of 10 2012/01/24 Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Strasburg Road East 8R Right 280 6 1.00 1.00 1.00 North 8T Thru 816 17 1.00 1.00 1.00 --------- East: Robert Ferrie Drive South 1L Left 178 4 1.00 1.00 1.00 North 6R Right 183 4 1.00 1.00 1.00 --------- South 4T Thru 958 20 1.00 1.00 1.00 East 7L Left 313 6 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0 816 17 0 0 8R R 0 0 0 0 280 6 East: Robert Ferrie Drive 1L L 178 4 0 0 0 0 6R R 0 0 0 0 183 4 7L L 313 6 0 0 0 0 4T T 0 0 958 20 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV ---

Detailed Output Page 10 of 10 Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0.0 833 2.0 0 0.0 8R R 0 0.0 0 0.0 286 2.0 --- East: Robert Ferrie Drive 1L L 182 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 187 2.0 --- 7L L 319 2.0 0 0.0 0 0.0 4T T 0 0.0 978 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Robert Ferrie Drive-Weekday PM 2031 Processed: January 24, 2012 2:10:45 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Strasburg Road - Final.sip 8000904, SNC-LAVALIN INC, SINGLE about:blank 2012/01/24

Detailed Output DETAILED OUTPUT Strasburg Road-N-Blair Creek Drive Page 1 of 10 Strasburg Road-N-Blair Creek Drive- Weekday AM 2016 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 36 2.0 37 0 N 0.998 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 387 2.0 395 0 N 0.987 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 68 2.0 69 0 N 0.991 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages about:blank 2012/01/24

Detailed Output Page 2 of 10 Gap Acceptance Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 37 32.1 874.1 2.00 0.044 4.61 41.1 2.37 2 Dominant 37 32.1 874.1 2.00 0.044 3.93 35.1 2.02 Right 2 Dominant 37 32.1 874.1 2.00 0.044 3.94 35.1 2.02 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 395 45.7 115.9 1.02 0.216 4.86 61.8 3.15 Right 1 Dominant 395 45.7 115.9 1.02 0.216 4.86 61.8 3.15 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 69 29.2 421.1 2.00 0.081 4.59 37.2 2.37 Thru 1 Subdominant 69 29.2 421.1 2.00 0.081 4.59 37.2 2.37 2 Dominant 69 29.2 421.1 2.00 0.081 3.92 31.8 2.03 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Strasburg Road 8T T 387 2.0 36 2.0 37 2988 0.85 556 100 0.130 8R R 26 2.0 36 2.0 37 201 0.85 556 100 0.130 ----------- East: Blair Creek Drive 1L L 68 2.0 387 2.0 395 294 0.85 268 100 0.231* 6R R 116 2.0 387 2.0 395 502 0.85 268 100 0.231* ----------- 7L L 36 2.0 68 2.0 69 198 0.85 368 100 0.182 4T T 522 2.0 68 2.0 69 2875 0.85 368 100 0.182 ----------- * Maximum degree of saturation Movement Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 about:blank 2012/01/24

Detailed Output Page 3 of 10 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Strasburg Road 8T T 0.35 0.42 3.3 0.29 111.2 5.44 236.9 4.6 51.3 8R R 0.02 0.03 3.0 0.35 9.1 0.37 15.9 0.3 50.9 ------------------- East: Blair Creek Drive 1L L 0.13 0.16 7.0 0.80 54.4 1.35 46.5 1.1 41.7 6R R 0.23 0.27 7.0 0.65 75.8 2.06 70.5 1.6 44.7 ------------------- 7L L 0.04 0.05 4.0 0.89 32.0 0.70 25.6 0.6 44.8 4T T 0.54 0.65 3.8 0.28 148.4 7.64 327.6 6.4 51.2 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Strasburg Road 8T T 73.01 22.6 56.4 3.33 0.085 0.122 8R R 4.99 1.6 3.9 0.25 0.006 0.009 78.00 24.1 60.3 3.57 0.091 0.130 East: Blair Creek Drive 1L L 17.47 5.3 13.3 0.98 0.022 0.030 6R R 25.34 8.0 20.1 1.51 0.033 0.047 42.81 13.3 33.3 2.49 0.055 0.077 7L L 8.99 2.7 6.8 0.48 0.011 0.015 4T T 100.78 31.0 77.6 4.54 0.117 0.167 109.77 33.8 84.5 5.02 0.128 0.182 INTERSECTION: 230.58 71.2 178.1 11.08 0.274 0.389 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Strasburg Road 8T T 0.31 9.5 238.2 14.05 0.359 0.514 8R R 0.31 9.8 245.8 15.44 0.376 0.543 0.31 9.5 238.7 14.14 0.360 0.516 East: Blair Creek Drive 1L L 0.38 11.4 284.8 21.02 0.470 0.647 6R R 0.36 11.4 284.8 21.39 0.466 0.670 0.37 11.4 284.8 21.24 0.468 0.661 7L L 0.35 10.7 267.0 18.62 0.430 0.594 4T T 0.31 9.5 237.0 13.86 0.357 0.508 about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output 0.31 9.6 239.2 14.20 0.362 0.514 INTERSECTION: 0.32 9.8 246.4 15.32 0.378 0.539 Page 4 of 10 Intersection Negotiation Data Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Strasburg Road East Right 71.3 42.5 30.9 500 105 No North Thru 86.8 45.7 62.2 500 115 No --------------- East: Blair Creek Drive South Left 26.5 29.2 104.1 500 182 No North Right 39.0 33.8 19.3 500 112 No --------------- South Thru 100.0 48.3 84.4 500 129 No East Left 34.0 32.1 133.5 500 184 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Strasburg Road 8T T 60.0 45.7 45.7 60.0 54.2 51.3 3.0 8R R 60.0 42.5 42.5 60.0 53.5 50.9 3.6 -------------- East: Blair Creek Drive 1L L 60.0 29.2 29.2 60.0 45.5 41.7 11.2 6R R 60.0 33.8 33.8 60.0 48.9 44.7 5.4 -------------- 7L L 60.0 32.1 32.1 60.0 47.7 44.8 11.1 4T T 60.0 48.3 48.3 60.0 53.8 51.2 2.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016

Detailed Output Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Strasburg Road 1 T 190 1464 0.130 3.5 0.29 0.7 5.3 2000.0 2 TR 223 1725 0.130 3.0 0.29 0.7 5.3 500.0 East: Blair Creek Drive 1 LR 184 796 0.231 7.0 0.71 0.9 7.2 500.0 1 LT 256 1409 0.182 4.0 0.37 1.1 8.2 2000.0 2 T 302 1665 0.182 3.5 0.29 1.1 8.4 500.0 Page 5 of 10 Lane Flow and Capacity Information Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Strasburg Road 1 T 0 190 0 190 150 1464 0.130 100 2 TR 0 197 26 223 150 1725 0.130 100 ----- East: Blair Creek Drive 1 LR 68 0 116 184 150 796 0.231 100 ----- 1 LT 36 220 0 256 150 1409 0.182 100 2 T 0 302 0 302 150 1665 0.182 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Strasburg Road 1 T 190 190 2 0.130 3.5 5 2000 2 TR 197 26 223 2 0.130 3.0 5 500 ---- 0 387 26 413 2 0.130 3.2 5 ------------ East: Blair Creek Drive 1 LR 68 116 184 2 0.231 7.0 7 500 ---- 68 0 116 184 2 0.231 7.0 7 ------------ 1 LT 36 220 256 2 0.182 4.0 8 2000 2 T 302 302 2 0.182 3.5 8 500 ---- 36 522 0 558 2 0.182 3.8 8 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1155 2 0.231 4.1 8 ========================================================================== about:blank 2012/01/24

Detailed Output Peak flow period = 15 minutes. Page 6 of 10 Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Strasburg Road 1 T 45.7 1520 2.37 30.09 7.73 1.76 2 TR 45.4 1781 2.02 25.46 7.73 1.41 --------- East: Blair Creek Drive 1 LR 32.1 1144 3.15 28.08 7.73 2.28 --------- 1 LT 46.0 1517 2.37 30.30 7.73 1.77 2 T 48.3 1777 2.03 27.16 7.73 1.45 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Strasburg Road 1 T 0.130 3.1 0.4 3.5 0.0 2.4 0.0 2.4 3.0 3.5 2 TR 0.130 2.7 0.3 3.0 0.0 2.1 0.0 2.1 3.0 3.0 -------- East: Blair Creek Drive 1 LR 0.231 5.7 1.4 7.0 0.0 4.5 0.0 4.5 7.5 7.0 -------- 1 LT 0.182 3.5 0.6 4.0 0.0 2.4 0.0 2.4 3.8 4.0 2 T 0.182 3.1 0.5 3.5 0.0 1.9 0.0 1.9 2.7 3.5 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 ---------------------- about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.130 0.0 0.3 0.0 0.3 0.7 0.00 0.0 100.0 0.2 0.3 2 TR 0.130 0.0 0.3 0.0 0.3 0.7 0.01 0.0 100.0 0.2 0.3 ---------------------- East: Blair Creek Drive 1 LR 0.231 0.0 0.4 0.0 0.4 0.9 0.01 0.0 100.0 0.4 0.7 ---------------------- 1 LT 0.182 0.0 0.4 0.0 0.4 1.1 0.00 0.0 100.0 0.3 0.5 2 T 0.182 0.0 0.4 0.0 0.4 1.1 0.02 0.0 100.0 0.3 0.5 ---------------------- Page 7 of 10 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.130 0.0 2.1 0.0 2.1 5.3 0.00 0.0 100.0 1.4 2.6 2 TR 0.130 0.0 2.1 0.0 2.1 5.3 0.01 0.0 100.0 1.5 2.6 ---------------------- East: Blair Creek Drive 1 LR 0.231 0.0 2.9 0.0 2.9 7.2 0.01 0.0 100.0 2.8 5.0 ---------------------- 1 LT 0.182 0.0 3.3 0.0 3.3 8.2 0.00 0.0 100.0 2.2 4.0 2 T 0.182 0.0 3.4 0.0 3.4 8.4 0.02 0.0 100.0 2.3 4.2 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.130 0.3 0.4 0.5 0.6 0.7 0.8 2 TR 0.130 0.3 0.4 0.5 0.6 0.7 0.8 -------- East: Blair Creek Drive 1 LR 0.231 0.4 0.5 0.7 0.8 0.9 1.0 -------- 1 LT 0.182 0.4 0.6 0.8 0.9 1.1 1.2 2 T 0.182 0.4 0.6 0.8 0.9 1.1 1.2 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.

Detailed Output Page 8 of 10 Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.130 2.1 2.7 3.9 4.5 5.3 5.9 2 TR 0.130 2.1 2.8 3.9 4.5 5.3 5.9 -------- East: Blair Creek Drive 1 LR 0.231 2.9 3.7 5.3 6.1 7.2 8.0 -------- 1 LT 0.182 3.3 4.3 6.0 7.0 8.2 9.1 2 T 0.182 3.4 4.4 6.2 7.2 8.4 9.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Strasburg Road 1 T 0.130 0.04 0.00 0.25 0.29 55.0 0.00 0.0 0.14 2 TR 0.130 0.04 0.00 0.25 0.29 65.4 0.00 0.0 0.13 -------- East: Blair Creek Drive 1 LR 0.231 0.41 0.00 0.30 0.71 130.1 0.00 0.0 0.47 -------- 1 LT 0.182 0.09 0.00 0.27 0.37 94.2 0.00 0.0 0.23 2 T 0.182 0.08 0.00 0.20 0.29 86.2 0.00 0.0 0.21 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Strasburg Road East 8R Right 25 1 1.00 1.00 1.00 North 8T Thru 379 8 1.00 1.00 1.00 --------- East: Blair Creek Drive South 1L Left 67 1 1.00 1.00 1.00 North 6R Right 114 2 1.00 1.00 1.00 --------- about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output South 4T Thru 512 10 1.00 1.00 1.00 East 7L Left 35 1 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 9 of 10 Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0 379 8 0 0 8R R 0 0 0 0 25 1 East: Blair Creek Drive 1L L 67 1 0 0 0 0 6R R 0 0 0 0 114 2 7L L 35 1 0 0 0 0 4T T 0 0 512 10 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0.0 387 2.0 0 0.0 8R R 0 0.0 0 0.0 26 2.0 --- East: Blair Creek Drive 1L L 68 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 116 2.0 --- 7L L 36 2.0 0 0.0 0 0.0 4T T 0 0.0 522 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016

about:blank 2012/01/24 Detailed Output Page 10 of 10 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2016 Processed: January 24, 2012 2:17:12 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Blair Creek Drive - Final.sip 8000904, SNC-LAVALIN INC, SINGLE

Detailed Output about:blank Page 1 of 10 2012/01/24 DETAILED OUTPUT Strasburg Road-N-Blair Creek Drive Strasburg Road-N-Blair Creek Drive- Weekday PM 2016 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 119 2.0 121 0 N 0.994 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 635 2.0 648 0 N 0.954 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 46 2.0 47 0 N 0.993

Detailed Output about:blank Page 2 of 10 2012/01/24 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 121 32.1 264.4 2.00 0.137 4.54 40.5 2.37 2 Dominant 121 32.1 264.4 2.00 0.137 3.88 34.6 2.02 Right 2 Dominant 121 32.1 264.4 2.00 0.137 3.88 34.6 2.02 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 648 45.7 70.6 1.01 0.328 4.50 57.2 3.05 Right 1 Dominant 648 45.7 70.6 1.01 0.328 4.50 57.2 3.05 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 47 29.2 622.4 2.00 0.056 4.59 37.2 2.36 Thru 1 Subdominant 47 29.2 622.4 2.00 0.056 4.59 37.2 2.36 2 Dominant 47 29.2 622.4 2.00 0.056 3.90 31.6 2.01 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Strasburg Road 8T T 635 2.0 119 2.0 121 2660 0.85 256 100 0.239* 8R R 70 2.0 119 2.0 121 293 0.85 256 100 0.239* ----------- East: Blair Creek Drive 1L L 46 2.0 635 2.0 648 284 0.85 426 100 0.162 6R R 63 2.0 635 2.0 648 390 0.85 426 100 0.162 ----------- 7L L 119 2.0 46 2.0 47 525 0.85 275 100 0.227 4T T 598 2.0 46 2.0 47 2638 0.85 275 100 0.227 ----------- * Maximum degree of saturation

Detailed Output about:blank Page 3 of 10 2012/01/24 Movement Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Strasburg Road 8T T 0.78 0.94 4.4 0.35 221.8 9.51 388.7 7.8 50.0 8R R 0.08 0.10 4.1 0.39 27.6 1.05 42.7 0.9 49.7 ------------------- East: Blair Creek Drive 1L L 0.09 0.11 7.2 0.86 39.3 0.94 31.5 0.8 41.6 6R R 0.13 0.15 7.2 0.73 46.0 1.16 38.3 0.9 44.5 ------------------- 7L L 0.14 0.17 4.3 0.80 95.5 2.29 84.5 1.9 44.4 4T T 0.67 0.80 4.0 0.27 159.0 8.76 375.3 7.4 50.9 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Strasburg Road 8T T 124.16 38.8 97.1 6.19 0.149 0.216 8R R 13.85 4.4 10.9 0.73 0.017 0.025 138.01 43.2 108.0 6.92 0.166 0.240 East: Blair Creek Drive 1L L 11.87 3.6 9.0 0.67 0.015 0.021 6R R 13.84 4.4 11.0 0.84 0.018 0.026 25.71 8.0 20.0 1.51 0.033 0.047 7L L 29.79 9.0 22.5 1.56 0.036 0.050 4T T 115.49 35.3 88.3 5.04 0.132 0.187 145.28 44.3 110.8 6.60 0.169 0.237 INTERSECTION: 309.01 95.5 238.8 15.03 0.368 0.524 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Strasburg Road 8T T 0.32 10.0 249.8 15.92 0.384 0.555 8R R 0.32 10.2 255.6 16.99 0.398 0.577 0.32 10.0 250.4 16.03 0.386 0.557

Detailed Output about:blank Page 4 of 10 2012/01/24 East: Blair Creek Drive 1L L 0.38 11.5 286.6 21.30 0.474 0.654 6R R 0.36 11.5 287.5 21.86 0.472 0.680 0.37 11.5 287.1 21.61 0.473 0.668 7L L 0.35 10.7 266.5 18.48 0.429 0.590 4T T 0.31 9.4 235.2 13.44 0.353 0.499 0.32 9.6 240.9 14.36 0.367 0.516 INTERSECTION: 0.32 9.9 248.5 15.64 0.383 0.545 Intersection Negotiation Data Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Strasburg Road East Right 71.3 42.5 30.9 500 106 No North Thru 86.8 45.7 62.2 500 115 No --------------- East: Blair Creek Drive South Left 26.5 29.2 104.1 500 182 No North Right 39.0 33.8 19.3 500 112 No --------------- South Thru 100.0 48.3 84.4 500 129 No East Left 34.0 32.1 133.5 500 192 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Strasburg Road 8T T 60.0 45.7 45.7 60.0 52.7 50.0 3.0 8R R 60.0 42.5 42.5 60.0 52.3 49.7 3.6 -------------- East: Blair Creek Drive 1L L 60.0 29.2 29.2 60.0 45.2 41.6 11.2 6R R 60.0 33.8 33.8 60.0 48.4 44.5 5.4 -------------- 7L L 60.0 32.1 32.1 60.0 47.5 44.4 11.1 4T T 60.0 48.3 48.3 60.0 54.0 50.9 2.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.

Detailed Output about:blank Page 5 of 10 2012/01/24 Lanes Lane Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Strasburg Road 1 T 322 1348 0.239 4.7 0.36 1.4 10.6 2000.0 2 TR 383 1605 0.239 4.1 0.35 1.4 10.8 500.0 East: Blair Creek Drive 1 LR 109 674 0.162 7.2 0.78 0.6 4.7 500.0 1 LT 328 1448 0.227 4.3 0.45 1.4 11.0 2000.0 2 T 389 1715 0.227 3.8 0.27 1.5 11.3 500.0 Lane Flow and Capacity Information Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Strasburg Road 1 T 0 322 0 322 150 1348 0.239 100 2 TR 0 313 70 383 150 1605 0.239 100 ----- East: Blair Creek Drive 1 LR 46 0 63 109 109 674 0.162 100 ----- 1 LT 119 209 0 328 150 1448 0.227 100 2 T 0 389 0 389 150 1715 0.227 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Strasburg Road 1 T 322 322 2 0.239 4.7 11 2000 2 TR 313 70 383 2 0.239 4.1 11 500 ---- 0 635 70 705 2 0.239 4.4 11

Detailed Output about:blank Page 6 of 10 2012/01/24 ------------ East: Blair Creek Drive 1 LR 46 63 109 2 0.162 7.2 5 500 ---- 46 0 63 109 2 0.162 7.2 5 ------------ 1 LT 119 209 328 2 0.227 4.3 11 2000 2 T 389 389 2 0.227 3.8 11 500 ---- 119 598 0 717 2 0.227 4.1 11 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1531 2 0.239 4.4 11 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Strasburg Road 1 T 45.7 1518 2.37 30.13 7.73 1.76 2 TR 45.1 1779 2.02 25.37 7.73 1.41 --------- East: Blair Creek Drive 1 LR 31.9 1180 3.05 27.01 7.73 2.18 --------- 1 LT 42.4 1525 2.36 27.81 7.73 1.71 2 T 48.3 1794 2.01 26.90 7.73 1.43 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Strasburg Road 1 T 0.239 3.9 0.8 4.7 0.0 2.5 0.0 2.5 3.0 4.7 2 TR 0.239 3.4 0.7 4.1 0.0 2.1 0.0 2.1 3.1 4.1 -------- East: Blair Creek Drive 1 LR 0.162 6.1 1.0 7.2 0.0 4.2 0.0 4.2 7.8 7.2 -------- 1 LT 0.227 3.6 0.7 4.3 0.0 3.2 0.0 3.2 5.7 4.3 2 T 0.227 3.2 0.6 3.8 0.0 2.5 0.0 2.5 2.7 3.8 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.

Detailed Output about:blank Page 7 of 10 2012/01/24 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.239 0.0 0.6 0.0 0.6 1.4 0.01 0.0 100.0 0.4 0.8 2 TR 0.239 0.0 0.6 0.0 0.6 1.4 0.02 0.0 100.0 0.4 0.8 ---------------------- East: Blair Creek Drive 1 LR 0.162 0.0 0.2 0.0 0.2 0.6 0.01 0.0 100.0 0.2 0.4 ---------------------- 1 LT 0.227 0.0 0.6 0.0 0.6 1.4 0.01 0.0 100.0 0.4 0.7 2 T 0.227 0.0 0.6 0.0 0.6 1.5 0.02 0.0 100.0 0.4 0.8 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.239 0.0 4.3 0.0 4.3 10.6 0.01 0.0 100.0 3.2 5.9 2 TR 0.239 0.0 4.4 0.0 4.4 10.8 0.02 0.0 100.0 3.4 6.2 ---------------------- East: Blair Creek Drive 1 LR 0.162 0.0 1.9 0.0 1.9 4.7 0.01 0.0 100.0 1.7 3.0 ---------------------- 1 LT 0.227 0.0 4.4 0.0 4.4 11.0 0.01 0.0 100.0 3.1 5.6 2 T 0.227 0.0 4.5 0.0 4.5 11.3 0.02 0.0 100.0 3.2 5.8 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016

Detailed Output about:blank Page 8 of 10 2012/01/24 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.239 0.6 0.7 1.0 1.2 1.4 1.5 2 TR 0.239 0.6 0.7 1.0 1.2 1.4 1.6 -------- East: Blair Creek Drive 1 LR 0.162 0.2 0.3 0.5 0.5 0.6 0.7 -------- 1 LT 0.227 0.6 0.7 1.0 1.2 1.4 1.6 2 T 0.227 0.6 0.8 1.1 1.2 1.5 1.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.239 4.3 5.5 7.8 9.0 10.6 11.8 2 TR 0.239 4.4 5.6 8.0 9.2 10.8 12.0 -------- East: Blair Creek Drive 1 LR 0.162 1.9 2.5 3.5 4.0 4.7 5.3 -------- 1 LT 0.227 4.4 5.7 8.1 9.4 11.0 12.2 2 T 0.227 4.5 5.9 8.3 9.6 11.3 12.5 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Strasburg Road 1 T 0.239 0.16 0.00 0.20 0.36 115.0 0.00 0.0 0.31 2 TR 0.239 0.14 0.00 0.21 0.35 134.4 0.00 0.0 0.28 -------- East: Blair Creek Drive 1 LR 0.162 0.52 0.00 0.26 0.78 85.3 0.00 0.0 0.54 -------- 1 LT 0.227 0.07 0.00 0.38 0.45 148.6 0.00 0.0 0.20 2 T 0.227 0.06 0.00 0.21 0.27 105.9 0.00 0.0 0.18 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued

Detailed Output about:blank Page 9 of 10 2012/01/24 Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Strasburg Road East 8R Right 69 1 1.00 1.00 1.00 North 8T Thru 622 13 1.00 1.00 1.00 --------- East: Blair Creek Drive South 1L Left 45 1 1.00 1.00 1.00 North 6R Right 62 1 1.00 1.00 1.00 --------- South 4T Thru 586 12 1.00 1.00 1.00 East 7L Left 117 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0 622 13 0 0 8R R 0 0 0 0 69 1 East: Blair Creek Drive 1L L 45 1 0 0 0 0 6R R 0 0 0 0 62 1 7L L 117 2 0 0 0 0 4T T 0 0 586 12 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV ---

Detailed Output Page 10 of 10 Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0.0 635 2.0 0 0.0 8R R 0 0.0 0 0.0 70 2.0 --- East: Blair Creek Drive 1L L 46 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 63 2.0 --- 7L L 119 2.0 0 0.0 0 0.0 4T T 0 0.0 598 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2016 Processed: January 24, 2012 2:18:27 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Blair Creek Drive - Final.sip 8000904, SNC-LAVALIN INC, SINGLE about:blank 2012/01/24

Detailed Output DETAILED OUTPUT Strasburg Road-N-Blair Creek Drive Page 1 of 10 Strasburg Road-N-Blair Creek Drive- Weekday AM 2031 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 116 2.0 118 0 N 0.987 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 543 2.0 554 0 N 0.960 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 169 2.0 172 0 N 0.970 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages about:blank 2012/01/24

Detailed Output Page 2 of 10 Gap Acceptance Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 118 32.1 271.3 2.00 0.134 4.55 40.6 2.37 2 Dominant 118 32.1 271.3 2.00 0.134 3.88 34.6 2.03 Right 2 Dominant 118 32.1 271.3 2.00 0.134 3.89 34.6 2.03 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 554 45.7 82.6 1.04 0.296 4.63 58.8 3.09 Right 1 Dominant 554 45.7 82.6 1.04 0.296 4.63 58.8 3.09 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 172 29.2 169.4 2.00 0.189 4.49 36.4 2.37 Thru 1 Subdominant 172 29.2 169.4 2.00 0.189 4.49 36.4 2.37 2 Dominant 172 29.2 169.4 2.00 0.189 3.82 31.0 2.01 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Strasburg Road 8T T 543 2.0 116 2.0 118 2541 0.85 298 100 0.214 8R R 84 2.0 116 2.0 118 393 0.85 298 100 0.214 ----------- East: Blair Creek Drive 1L L 169 2.0 543 2.0 554 263 0.85 32 100 0.643* 6R R 287 2.0 543 2.0 554 447 0.85 32 100 0.643* ----------- 7L L 116 2.0 169 2.0 172 360 0.85 164 100 0.322 4T T 777 2.0 169 2.0 172 2413 0.85 164 100 0.322 ----------- * Maximum degree of saturation Movement Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 about:blank 2012/01/24

Detailed Output Page 3 of 10 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Strasburg Road 8T T 0.64 0.76 4.2 0.35 188.9 8.14 332.4 6.6 50.2 8R R 0.09 0.11 3.9 0.39 32.9 1.26 51.3 1.0 49.9 ------------------- East: Blair Creek Drive 1L L 0.80 0.95 16.9 1.01 171.5 4.35 115.7 3.2 35.8 6R R 1.35 1.62 16.9 0.94 270.2 6.90 174.4 4.7 37.1 ------------------- 7L L 0.19 0.22 5.8 0.80 92.4 2.33 82.4 1.9 43.7 4T T 1.16 1.39 5.4 0.39 303.9 12.56 487.6 9.9 49.3 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Strasburg Road 8T T 105.93 33.2 83.1 5.32 0.128 0.185 8R R 16.59 5.2 13.1 0.88 0.020 0.030 122.52 38.5 96.2 6.20 0.148 0.215 East: Blair Creek Drive 1L L 49.07 14.2 35.4 2.61 0.060 0.079 6R R 72.56 21.7 54.3 4.14 0.092 0.126 121.63 35.9 89.7 6.75 0.152 0.206 7L L 29.83 9.0 22.6 1.61 0.037 0.051 4T T 157.64 49.4 123.5 8.06 0.192 0.276 187.47 58.4 146.1 9.67 0.229 0.327 INTERSECTION: 431.62 132.7 332.1 22.61 0.529 0.747 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Strasburg Road 8T T 0.32 10.0 250.0 16.01 0.385 0.557 8R R 0.32 10.2 255.8 17.07 0.398 0.579 0.32 10.0 250.7 16.15 0.387 0.560 East: Blair Creek Drive 1L L 0.42 12.2 306.2 22.60 0.519 0.686 6R R 0.42 12.4 311.4 23.72 0.528 0.724 0.42 12.4 309.3 23.27 0.524 0.709 7L L 0.36 11.0 274.7 19.55 0.446 0.617 4T T 0.32 10.1 253.3 16.52 0.394 0.566 about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output 0.33 10.2 256.4 16.96 0.401 0.573 INTERSECTION: 0.35 10.7 267.0 18.18 0.425 0.601 Page 4 of 10 Intersection Negotiation Data Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Strasburg Road East Right 71.3 42.5 30.9 500 106 No North Thru 86.8 45.7 62.2 500 116 No --------------- East: Blair Creek Drive South Left 26.5 29.2 104.1 500 182 No North Right 39.0 33.8 19.3 500 112 No --------------- South Thru 100.0 48.3 84.4 500 129 No East Left 34.0 32.1 133.5 500 189 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Strasburg Road 8T T 60.0 45.7 45.7 60.0 52.6 50.2 3.0 8R R 60.0 42.5 42.5 60.0 52.2 49.9 3.6 -------------- East: Blair Creek Drive 1L L 60.0 29.2 29.2 60.0 18.7 43.5 35.8 11.2 6R R 60.0 33.8 33.8 60.0 18.7 45.8 37.1 5.4 -------------- 7L L 60.0 32.1 32.1 60.0 47.4 43.7 11.1 4T T 60.0 48.3 48.3 60.0 51.7 49.3 2.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031

Detailed Output Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Strasburg Road 1 T 286 1341 0.214 4.5 0.36 1.3 9.8 2000.0 2 TR 341 1594 0.214 3.9 0.35 1.3 10.1 500.0 East: Blair Creek Drive 1 LR 456 710 0.643 16.9 0.97 4.5 34.8 500.0 1 LT 406 1260 0.322 5.8 0.51 2.2 17.3 2000.0 2 T 487 1514 0.322 5.1 0.39 2.3 18.0 500.0 Page 5 of 10 Lane Flow and Capacity Information Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Strasburg Road 1 T 0 286 0 286 150 1341 0.214 100 2 TR 0 257 84 341 150 1594 0.214 100 ----- East: Blair Creek Drive 1 LR 169 0 287 456 150 710 0.643 100 ----- 1 LT 116 290 0 406 150 1260 0.322 100 2 T 0 487 0 487 150 1514 0.322 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Strasburg Road 1 T 286 286 2 0.214 4.5 10 2000 2 TR 257 84 341 2 0.214 3.9 10 500 ---- 0 543 84 627 2 0.214 4.2 10 ------------ East: Blair Creek Drive 1 LR 169 287 456 2 0.643 16.9 35 500 ---- 169 0 287 456 2 0.643 16.9 35 ------------ 1 LT 116 290 406 2 0.322 5.8 17 2000 2 T 487 487 2 0.322 5.1 18 500 ---- 116 777 0 893 2 0.322 5.4 18 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1976 2 0.643 7.7 35 ========================================================================== about:blank 2012/01/24

Detailed Output Peak flow period = 15 minutes. Page 6 of 10 Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Strasburg Road 1 T 45.7 1517 2.37 30.15 7.73 1.77 2 TR 44.9 1776 2.03 25.30 7.73 1.41 --------- East: Blair Creek Drive 1 LR 32.1 1166 3.09 27.53 7.73 2.22 --------- 1 LT 43.6 1522 2.37 28.68 7.73 1.73 2 T 48.3 1789 2.01 26.96 7.73 1.44 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Strasburg Road 1 T 0.214 3.8 0.7 4.5 0.0 2.2 0.0 2.2 3.0 4.5 2 TR 0.214 3.3 0.6 3.9 0.0 1.8 0.0 1.8 3.1 3.9 -------- East: Blair Creek Drive 1 LR 0.643 8.3 8.7 16.9 0.0 12.9 1.4 11.5 7.5 16.9 -------- 1 LT 0.322 4.5 1.4 5.8 0.0 3.0 0.0 3.0 5.1 5.8 2 T 0.322 4.0 1.1 5.1 0.0 1.9 0.0 1.9 2.7 5.1 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 ---------------------- about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.214 0.0 0.5 0.0 0.5 1.3 0.00 0.0 100.0 0.4 0.6 2 TR 0.214 0.0 0.5 0.0 0.5 1.3 0.02 0.0 100.0 0.4 0.7 ---------------------- East: Blair Creek Drive 1 LR 0.643 0.3 1.4 0.4 1.8 4.5 0.07 0.0 100.0 2.1 3.9 ---------------------- 1 LT 0.322 0.0 0.9 0.0 0.9 2.2 0.01 0.0 100.0 0.7 1.2 2 T 0.322 0.0 0.9 0.0 0.9 2.3 0.04 0.0 100.0 0.7 1.3 ---------------------- Page 7 of 10 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.214 0.0 4.0 0.0 4.0 9.8 0.00 0.0 100.0 2.8 5.0 2 TR 0.214 0.0 4.1 0.0 4.1 10.1 0.02 0.0 100.0 2.9 5.2 ---------------------- East: Blair Creek Drive 1 LR 0.643 2.4 11.0 3.0 14.0 34.8 0.07 0.0 100.0 16.6 30.1 ---------------------- 1 LT 0.322 0.0 7.0 0.0 7.0 17.3 0.01 0.0 100.0 5.1 9.2 2 T 0.322 0.0 7.3 0.0 7.3 18.0 0.04 0.0 100.0 5.3 9.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.214 0.5 0.7 0.9 1.1 1.3 1.4 2 TR 0.214 0.5 0.7 1.0 1.1 1.3 1.5 -------- East: Blair Creek Drive 1 LR 0.643 1.8 2.3 3.3 3.8 4.5 5.0 -------- 1 LT 0.322 0.9 1.2 1.6 1.9 2.2 2.5 2 T 0.322 0.9 1.2 1.7 2.0 2.3 2.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.

Detailed Output Page 8 of 10 Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.214 4.0 5.1 7.2 8.4 9.8 10.9 2 TR 0.214 4.1 5.3 7.4 8.6 10.1 11.2 -------- East: Blair Creek Drive 1 LR 0.643 14.0 18.2 25.6 29.6 34.8 38.7 -------- 1 LT 0.322 7.0 9.0 12.7 14.7 17.3 19.2 2 T 0.322 7.3 9.4 13.2 15.3 18.0 20.0 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Strasburg Road 1 T 0.214 0.16 0.00 0.20 0.36 101.9 0.00 0.0 0.31 2 TR 0.214 0.14 0.00 0.21 0.35 120.0 0.00 0.0 0.29 -------- East: Blair Creek Drive 1 LR 0.643 0.74 0.08 0.15 0.97 441.7 0.22 101.1 0.74 -------- 1 LT 0.322 0.27 0.00 0.24 0.51 207.3 0.00 0.0 0.44 2 T 0.322 0.24 0.00 0.15 0.39 188.9 0.00 0.0 0.42 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Strasburg Road East 8R Right 82 2 1.00 1.00 1.00 North 8T Thru 532 11 1.00 1.00 1.00 --------- East: Blair Creek Drive South 1L Left 166 3 1.00 1.00 1.00 North 6R Right 281 6 1.00 1.00 1.00 --------- about:blank 2012/01/24

about:blank 2012/01/24 Detailed Output South 4T Thru 761 16 1.00 1.00 1.00 East 7L Left 114 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 9 of 10 Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0 532 11 0 0 8R R 0 0 0 0 82 2 East: Blair Creek Drive 1L L 166 3 0 0 0 0 6R R 0 0 0 0 281 6 7L L 114 2 0 0 0 0 4T T 0 0 761 16 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0.0 543 2.0 0 0.0 8R R 0 0.0 0 0.0 84 2.0 --- East: Blair Creek Drive 1L L 169 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 287 2.0 --- 7L L 116 2.0 0 0.0 0 0.0 4T T 0 0.0 777 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031

about:blank 2012/01/24 Detailed Output Page 10 of 10 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Blair Creek Drive-Weekday AM 2031 Processed: January 24, 2012 2:19:41 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Blair Creek Drive - Final.sip 8000904, SNC-LAVALIN INC, SINGLE

Detailed Output about:blank Page 1 of 10 2012/01/24 DETAILED OUTPUT Strasburg Road-N-Blair Creek Drive Strasburg Road-N-Blair Creek Drive- Weekday PM 2031 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 319 2.0 325 0 N 0.966 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 30 10 50 30 30 2 1 4.00 932 2.0 951 0 N 0.850 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 60 10 80 30 30 1 2 4.00 136 2.0 139 0 N 0.973

Detailed Output about:blank Page 2 of 10 2012/01/24 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Strasburg Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 325 32.1 98.6 2.00 0.327 4.33 38.6 2.35 2 Dominant 325 32.1 98.6 2.00 0.327 3.64 32.5 1.97 Right 2 Dominant 325 32.1 98.6 2.00 0.327 3.65 32.5 1.97 ---------------- East: Blair Creek Drive Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 951 45.7 48.1 1.06 0.461 4.14 52.5 2.94 Right 1 Dominant 951 45.7 48.1 1.06 0.461 4.14 52.5 2.94 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 139 29.2 210.5 2.00 0.155 4.51 36.6 2.36 Thru 1 Subdominant 139 29.2 210.5 2.00 0.155 4.51 36.6 2.36 2 Dominant 139 29.2 210.5 2.00 0.155 3.83 31.1 2.01 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Strasburg Road 8T T 932 2.0 319 2.0 325 2066 0.85 88 100 0.451 8R R 188 2.0 319 2.0 325 417 0.85 88 100 0.451 ----------- East: Blair Creek Drive 1L L 136 2.0 932 2.0 951 222 0.85 39 100 0.613* 6R R 187 2.0 932 2.0 951 305 0.85 39 100 0.613* ----------- 7L L 319 2.0 136 2.0 139 789 0.85 110 100 0.404 4T T 840 2.0 136 2.0 139 2078 0.85 110 100 0.404 ----------- * Maximum degree of saturation

Detailed Output about:blank Page 3 of 10 2012/01/24 Movement Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Strasburg Road 8T T 1.97 2.37 7.6 0.56 525.3 16.68 570.5 12.3 46.6 8R R 0.37 0.44 7.0 0.57 107.2 3.30 114.8 2.5 46.8 ------------------- East: Blair Creek Drive 1L L 0.76 0.91 20.1 1.04 141.1 3.72 93.1 2.7 34.2 6R R 1.04 1.25 20.1 0.98 183.8 4.82 113.6 3.2 35.2 ------------------- 7L L 0.59 0.71 6.6 0.70 223.4 6.37 226.5 5.3 42.8 4T T 1.42 1.70 6.1 0.37 313.1 13.75 527.2 10.9 48.5 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Strasburg Road 8T T 197.43 62.5 156.4 11.21 0.251 0.363 8R R 39.90 12.7 31.8 2.32 0.051 0.074 237.32 75.2 188.1 13.53 0.302 0.437 East: Blair Creek Drive 1L L 40.86 11.6 29.0 2.13 0.049 0.065 6R R 49.20 14.5 36.2 2.75 0.062 0.083 90.07 26.1 65.2 4.88 0.111 0.148 7L L 82.86 25.0 62.4 4.44 0.102 0.140 4T T 172.06 53.5 133.8 8.67 0.208 0.298 254.93 78.4 196.3 13.11 0.310 0.437 INTERSECTION: 582.32 179.7 449.6 31.52 0.723 1.023 Fuel Consumption, Emissions and Cost (Rate) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Strasburg Road 8T T 0.35 11.0 274.1 19.66 0.439 0.636 8R R 0.35 11.1 276.7 20.17 0.445 0.647 0.35 11.0 274.5 19.74 0.440 0.638

Detailed Output about:blank Page 4 of 10 2012/01/24 East: Blair Creek Drive 1L L 0.44 12.5 311.8 22.88 0.532 0.694 6R R 0.43 12.7 318.3 24.17 0.544 0.735 0.44 12.6 315.4 23.59 0.538 0.716 7L L 0.37 11.0 275.6 19.61 0.449 0.617 4T T 0.33 10.1 253.9 16.45 0.395 0.565 0.34 10.4 260.4 17.40 0.411 0.580 INTERSECTION: 0.35 10.9 273.2 19.15 0.439 0.621 Intersection Negotiation Data Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Strasburg Road East Right 71.3 42.5 30.9 500 107 No North Thru 86.8 45.7 62.2 500 116 No --------------- East: Blair Creek Drive South Left 26.5 29.2 104.1 500 182 No North Right 39.0 33.8 19.3 500 112 No --------------- South Thru 100.0 48.3 84.4 500 129 No East Left 34.0 32.1 133.5 500 201 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Strasburg Road 8T T 60.0 45.7 45.7 60.0 49.9 46.6 3.0 8R R 60.0 42.5 42.5 60.0 49.8 46.8 3.6 -------------- East: Blair Creek Drive 1L L 60.0 29.2 29.2 60.0 16.1 43.1 34.2 11.2 6R R 60.0 33.8 33.8 60.0 16.1 45.2 35.2 5.4 -------------- 7L L 60.0 32.1 32.1 60.0 46.6 42.8 11.1 4T T 60.0 48.3 48.3 60.0 51.7 48.5 2.7 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay.

Detailed Output about:blank Page 5 of 10 2012/01/24 Lanes Lane Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Strasburg Road 1 T 501 1111 0.451 8.1 0.58 3.3 25.3 2000.0 2 TR 619 1372 0.451 7.0 0.55 3.5 26.7 500.0 East: Blair Creek Drive 1 LR 323 527 0.613 20.1 1.01 3.7 28.7 500.0 1 LT 527 1304 0.404 6.6 0.57 3.1 24.3 2000.0 2 T 632 1563 0.404 5.9 0.37 3.3 25.2 500.0 Lane Flow and Capacity Information Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Strasburg Road 1 T 0 501 0 501 150 1111 0.451 100 2 TR 0 431 188 619 150 1372 0.451 100 ----- East: Blair Creek Drive 1 LR 136 0 187 323 150 527 0.613 100 ----- 1 LT 319 208 0 527 150 1304 0.404 100 2 T 0 632 0 632 150 1563 0.404 100 ----- The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Strasburg Road 1 T 501 501 2 0.451 8.1 25 2000 2 TR 431 188 619 2 0.451 7.0 27 500 ---- 0 932 188 1120 2 0.451 7.5 27

Detailed Output about:blank Page 6 of 10 2012/01/24 ------------ East: Blair Creek Drive 1 LR 136 187 323 2 0.613 20.1 29 500 ---- 136 0 187 323 2 0.613 20.1 29 ------------ 1 LT 319 208 527 2 0.404 6.6 24 2000 2 T 632 632 2 0.404 5.9 25 500 ---- 319 840 0 1159 2 0.404 6.2 25 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2602 2 0.613 8.5 29 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Strasburg Road 1 T 45.7 1535 2.35 29.80 7.73 1.74 2 TR 44.7 1824 1.97 24.52 7.73 1.35 --------- East: Blair Creek Drive 1 LR 31.9 1226 2.94 25.99 7.73 2.06 --------- 1 LT 38.5 1523 2.36 25.26 7.73 1.64 2 T 48.3 1794 2.01 26.90 7.73 1.43 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Strasburg Road 1 T 0.451 5.5 2.6 8.1 0.0 3.6 0.0 3.6 3.0 8.1 2 TR 0.451 4.9 2.1 7.0 0.0 2.7 0.0 2.7 3.2 7.0 -------- East: Blair Creek Drive 1 LR 0.613 9.9 10.2 20.1 0.0 15.8 1.6 14.2 7.8 20.1 -------- 1 LT 0.404 4.8 1.9 6.6 0.0 4.3 0.0 4.3 7.7 6.6 2 T 0.404 4.3 1.6 5.9 0.0 2.7 0.0 2.7 2.7 5.9 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay.

Detailed Output about:blank Page 7 of 10 2012/01/24 dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.451 0.0 1.3 0.0 1.3 3.3 0.01 0.0 100.0 1.1 2.1 2 TR 0.451 0.0 1.4 0.0 1.4 3.5 0.05 0.0 100.0 1.2 2.2 ---------------------- East: Blair Creek Drive 1 LR 0.613 0.3 1.2 0.3 1.5 3.7 0.06 0.0 100.0 1.8 3.3 ---------------------- 1 LT 0.404 0.0 1.3 0.0 1.3 3.1 0.01 0.0 100.0 1.0 1.8 2 T 0.404 0.0 1.3 0.0 1.3 3.3 0.05 0.0 100.0 1.0 1.9 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Strasburg Road 1 T 0.451 0.0 10.2 0.0 10.2 25.3 0.01 0.0 100.0 8.7 15.9 2 TR 0.451 0.0 10.7 0.0 10.7 26.7 0.05 0.0 100.0 9.3 16.9 ---------------------- East: Blair Creek Drive 1 LR 0.613 2.1 9.5 2.1 11.5 28.7 0.06 0.0 100.0 13.9 25.3 ---------------------- 1 LT 0.404 0.0 9.8 0.0 9.8 24.3 0.01 0.0 100.0 7.5 13.6 2 T 0.404 0.0 10.1 0.0 10.1 25.2 0.05 0.0 100.0 8.0 14.5 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031

Detailed Output about:blank Page 8 of 10 2012/01/24 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.451 1.3 1.7 2.4 2.8 3.3 3.6 2 TR 0.451 1.4 1.8 2.5 2.9 3.5 3.8 -------- East: Blair Creek Drive 1 LR 0.613 1.5 1.9 2.7 3.2 3.7 4.1 -------- 1 LT 0.404 1.3 1.6 2.3 2.7 3.1 3.5 2 T 0.404 1.3 1.7 2.4 2.8 3.3 3.6 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Strasburg Road 1 T 0.451 10.2 13.2 18.5 21.5 25.3 28.0 2 TR 0.451 10.7 13.9 19.6 22.7 26.7 29.6 -------- East: Blair Creek Drive 1 LR 0.613 11.5 15.0 21.1 24.4 28.7 31.9 -------- 1 LT 0.404 9.8 12.7 17.8 20.7 24.3 27.0 2 T 0.404 10.1 13.1 18.5 21.4 25.2 28.0 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Strasburg Road 1 T 0.451 0.48 0.00 0.11 0.58 292.6 0.00 0.0 0.62 2 TR 0.451 0.43 0.00 0.12 0.55 339.9 0.00 0.0 0.60 -------- East: Blair Creek Drive 1 LR 0.613 0.80 0.09 0.11 1.01 324.9 0.27 88.0 0.80 -------- 1 LT 0.404 0.25 0.00 0.32 0.57 300.5 0.00 0.0 0.44 2 T 0.404 0.22 0.00 0.15 0.37 236.0 0.00 0.0 0.41 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued

Detailed Output about:blank Page 9 of 10 2012/01/24 Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Strasburg Road East 8R Right 184 4 1.00 1.00 1.00 North 8T Thru 913 19 1.00 1.00 1.00 --------- East: Blair Creek Drive South 1L Left 133 3 1.00 1.00 1.00 North 6R Right 183 4 1.00 1.00 1.00 --------- South 4T Thru 823 17 1.00 1.00 1.00 East 7L Left 313 6 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0 913 19 0 0 8R R 0 0 0 0 184 4 East: Blair Creek Drive 1L L 133 3 0 0 0 0 6R R 0 0 0 0 183 4 7L L 313 6 0 0 0 0 4T T 0 0 823 17 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV ---

Detailed Output Page 10 of 10 Demand flows in veh/h as used by the program South: Strasburg Road 8T T 0 0.0 932 2.0 0 0.0 8R R 0 0.0 0 0.0 188 2.0 --- East: Blair Creek Drive 1L L 136 2.0 0 0.0 0 0.0 6R R 0 0.0 0 0.0 187 2.0 --- 7L L 319 2.0 0 0.0 0 0.0 4T T 0 0.0 840 2.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:Strasburg Road-N-Blair Creek Drive-Weekday PM 2031 Processed: January 24, 2012 2:20:34 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\Robert Ferrie Drive and Blair Creek Drive - Final.sip 8000904, SNC-LAVALIN INC, SINGLE about:blank 2012/01/24

Detailed Output about:blank Page 1 of 13 2012/01/25 DETAILED OUTPUT New Dundee Road and Strasburg Road New Dundee Road -N-Strasburg Road - Weekday AM 2016 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Pedestrian Effects Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Cameron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: None 40 10 60 20 30 2 2 4.00 633 5.6 669 0 N 0.935 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 307 3.0 316 0 N 0.952 ----------------

Detailed Output about:blank Page 2 of 13 2012/01/25 Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 211 11.4 235 0 N 0.980 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 592 5.8 626 0 N 0.938 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Cameron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: None Left 1 Subdominant 669 37.6 56.3 1.67 0.496 3.88 40.6 2.64 Thru 1 Subdominant 669 37.6 56.3 1.67 0.496 3.88 40.6 2.64 2 Dominant 669 37.6 56.3 1.67 0.496 3.73 39.0 2.54 Right 2 Dominant 669 37.6 56.3 1.67 0.496 3.73 39.0 2.54 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 316 40.0 126.6 1.03 0.179 4.35 48.4 2.77 Thru 1 Subdominant 316 40.0 126.6 1.03 0.179 4.90 54.5 3.12 2 Dominant 316 40.0 126.6 1.03 0.179 4.65 51.7 2.96 Right 2 Dominant 316 40.0 126.6 1.03 0.179 4.09 45.4 2.60 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 235 38.1 162.2 1.82 0.228 4.95 52.4 3.10 Thru 2 Dominant 235 38.1 162.2 1.82 0.228 4.19 44.3 2.62 Right 2 Dominant 235 38.1 162.2 1.82 0.228 4.15 44.0 2.60 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 626 37.1 59.3 1.13 0.350 3.68 37.9 2.48 Thru 1 Dominant 626 37.1 59.3 1.13 0.350 3.72 38.3 2.51 2 Subdominant 626 37.1 59.3 1.13 0.350 4.16 42.9 2.81 Right 2 Subdominant 626 37.1 59.3 1.13 0.350 4.16 42.9 2.81 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Pedestrian Effects Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ROUNDABOUT ENTRY ----------------------------------------- Turn Pedestrian Circulating Adjustment Flow Rate Flow Rate Factor ----------------------------------------- South: Cameron Road Left 50 669 0.979 Thru 50 669 0.979 Right 50 669 0.979

Detailed Output about:blank Page 3 of 13 2012/01/25 ----------------------------------------- Left 50 316 0.958 Thru 50 316 0.958 Right 50 316 0.958 ----------------------------------------- Left 50 235 0.954 Thru 50 235 0.954 Right 50 235 0.954 ----------------------------------------- Left 50 626 0.976 Thru 50 626 0.976 Right 50 626 0.976 ----------------------------------------- ROUNDABOUT EXIT -------------- Pedestrian Conflict Critical Follow-up Exit Lane Total Average Flow Rate Zone Length Gap Headway Capacity Exit Flow Exit Flow (ped/h) (m) (sec) (sec) (veh/h) (veh/h) (veh/h/lane) -------------- South: Cameron Road 50 9.00 6.92 4.15 810 493 247 -------------- 50 9.00 6.92 4.15 810 632 316 -------------- 50 9.00 6.92 4.15 810 412 206 -------------- 50 9.00 6.92 4.15 810 210 105 -------------- Movements Movement Capacity Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Cameron Road 3 L 65 3.0 633 5.6 669 329 0.85 330 100 0.198 8 T 236 3.0 633 5.6 669 1194 0.85 330 100 0.198 18 R 5 3.0 633 5.6 669 25 0.85 330 100 0.198 ----------- 1L L 10 3.0 307 3.0 316 57 0.85 381 100 0.177 6T T 136 16.0 307 3.0 316 770 0.85 381 100 0.177 6R R 170 2.0 307 3.0 316 962 0.85 381 100 0.177 ----------- 7L L 238 10.0 211 11.4 235 870 0.85 211 100 0.273 4T T 344 3.0 211 11.4 235 1034 0.85 155 100 0.333 4R R 9 2.0 211 11.4 235 27 0.85 155 100 0.333 ----------- 5L L 6 2.0 592 5.8 626 16 0.85 127 100 0.374* 2T T 389 3.0 592 5.8 626 1041 0.85 127 76 0.374* 2R R 139 3.0 592 5.8 626 486 0.85 197 76 0.286 ----------- * Maximum degree of saturation

Detailed Output about:blank Page 4 of 13 2012/01/25 Movement Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Cameron Road 3 L 0.13 0.15 6.9 0.90 58.6 1.16 43.9 0.9 47.0 8 T 0.44 0.53 6.7 0.72 168.9 3.76 144.5 2.7 53.2 18 R 0.01 0.01 6.6 0.78 3.9 0.08 3.0 0.1 53.0 ------------------- 1L L 0.02 0.02 6.4 0.88 8.8 0.17 8.4 0.2 55.7 6T T 0.24 0.29 6.3 0.68 92.7 2.10 106.0 1.7 62.2 6R R 0.25 0.30 5.3 0.69 117.1 2.51 130.7 2.1 62.0 ------------------- 7L L 0.47 0.56 7.1 0.72 171.8 4.89 177.5 4.1 43.1 4T T 0.64 0.77 6.7 0.53 182.3 6.26 237.1 4.8 48.9 4R R 0.02 0.02 6.7 0.61 5.5 0.17 6.1 0.1 47.9 ------------------- 5L L 0.01 0.02 8.5 0.98 5.9 0.11 5.0 0.1 54.0 2T T 0.91 1.10 8.5 0.82 317.8 6.57 303.1 5.1 59.3 2R R 0.32 0.38 8.2 0.84 117.3 2.36 106.8 1.8 58.4 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Cameron Road 3 L 15.79 5.2 13.0 0.93 0.021 0.032 8 T 46.73 16.1 40.2 2.79 0.064 0.102 18 R 1.02 0.4 0.9 0.06 0.001 0.002 63.54 21.6 54.1 3.78 0.087 0.137 1L L 3.51 1.5 3.8 0.40 0.007 0.012 6T T 53.69 27.2 68.4 7.02 0.105 0.218 6R R 51.51 23.5 58.9 6.28 0.108 0.184 108.70 52.3 131.1 13.70 0.220 0.413 7L L 82.10 32.1 80.6 7.71 0.129 0.219 4T T 90.46 33.6 84.2 7.53 0.137 0.224 4R R 2.39 0.9 2.2 0.20 0.004 0.006 174.95 66.6 167.0 15.44 0.270 0.449 5L L 2.10 0.9 2.2 0.23 0.004 0.007 2T T 122.70 55.4 138.7 14.35 0.247 0.431 2R R 44.59 20.2 50.6 5.37 0.092 0.158 169.40 76.5 191.6 19.96 0.342 0.596 INTERSECTION: 516.59 217.0 543.8 52.88 0.919 1.595

Detailed Output about:blank Page 5 of 13 2012/01/25 Fuel Consumption, Emissions and Cost (Rate) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Cameron Road 3 L 0.36 11.8 295.1 21.19 0.484 0.733 8 T 0.32 11.1 278.3 19.31 0.445 0.706 18 R 0.33 11.6 289.4 20.88 0.467 0.745 0.33 11.3 282.4 19.77 0.454 0.713 1L L 0.42 18.2 455.6 47.36 0.822 1.391 6T T 0.51 25.7 645.8 66.27 0.992 2.053 6R R 0.39 18.0 450.7 48.06 0.828 1.406 0.44 21.3 535.2 55.91 0.899 1.685 7L L 0.46 18.1 454.2 43.41 0.727 1.236 4T T 0.38 14.2 355.1 31.75 0.580 0.945 4R R 0.39 14.4 359.2 33.41 0.608 0.963 0.42 15.8 397.0 36.69 0.642 1.068 5L L 0.42 17.8 444.6 45.87 0.811 1.349 2T T 0.40 18.3 457.6 47.36 0.813 1.424 2R R 0.42 18.9 474.0 50.30 0.858 1.479 0.41 18.4 461.7 48.10 0.825 1.437 INTERSECTION: 0.41 17.1 427.5 41.57 0.723 1.254 Intersection Negotiation Data Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Cameron Road East Right 47.1 36.3 23.2 500 96 No North Thru 76.5 43.6 57.2 500 115 No West Left 24.0 28.1 94.2 500 165 No --------------- South Left 24.0 28.1 94.2 500 325 No North Right 47.1 36.3 23.2 500 274 No West Thru 76.5 43.6 57.2 500 336 No --------------- South Thru 76.5 43.6 57.2 500 195 No East Left 24.0 28.1 94.2 500 261 No West Right 47.1 36.3 23.2 500 174 No --------------- South Right 47.1 36.3 23.2 500 275 No East Thru 76.5 43.6 57.2 500 294 No North Left 24.0 28.1 94.2 500 322 No ---------------

Detailed Output about:blank Page 6 of 13 2012/01/25 Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Cameron Road 3 L 80.0 28.1 28.1 60.0 52.1 47.0 13.5 8 T 80.0 43.6 43.6 60.0 56.6 53.2 5.9 18 R 80.0 36.3 36.3 60.0 56.9 53.0 7.3 -------------- 1L L 100.0 28.1 28.1 100.0 61.9 55.7 18.8 6T T 100.0 43.6 43.6 100.0 66.8 62.2 11.8 6R R 100.0 36.3 36.3 100.0 65.9 62.0 11.8 -------------- 7L L 60.0 28.1 28.1 80.0 46.8 43.1 13.9 4T T 60.0 43.6 43.6 80.0 52.8 48.9 5.0 4R R 60.0 36.3 36.3 80.0 52.1 47.9 6.3 -------------- 5L L 100.0 28.1 28.1 100.0 19.8 62.0 54.0 18.7 2T T 100.0 43.6 43.6 100.0 19.6 65.1 59.3 10.9 2R R 100.0 36.3 36.3 100.0 64.7 58.4 11.8 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Cameron Road 1 LT 149 753 0.198 6.9 0.79 0.9 7.2 200.0 2 TR 157 794 0.198 6.6 0.72 0.9 7.3 500.0 1 LT 141 799 0.177 6.4 0.70 0.7 6.3 500.0 2 TR 175 989 0.177 5.3 0.69 0.8 5.9 150.0T 1 L 238 870 0.273 7.1 0.72 1.3 10.4 500.0 2 TR 353 1061 0.333 6.7 0.53 1.7 13.0 500.0 1 LT 323 864 0.374 8.5 0.82 1.7 13.6 500.0 2 TR 211 738 0.286 8.2 0.83 1.2 9.5 184.0T

Detailed Output about:blank Page 7 of 13 2012/01/25 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Cameron Road 1 LT 65 84 0 149 149 753 0.198 100 2 TR 0 152 5 157 150 794 0.198 100 ----- 1 LT 10 131 0 141 141 799 0.177 100 2 TR 0 5 170 175 150 989 0.177 100 ----- 1 L 238 0 0 238 150 870 0.273 100 2 TR 0 344 9 353 150 1061 0.333 100 ----- 1 LT 6 317 0 323 150 864 0.374 100 2 TR 0 72 139 211 150 738 0.286 76D ----- D Lane under-utilisation due to downstream effects The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Cameron Road 1 LT 65 84 149 3 0.198 6.9 7 200 2 TR 152 5 157 3 0.198 6.6 7 500 ---- 65 236 5 306 3 0.198 6.8 7 ------------ 1 LT 10 131 141 15 0.177 6.4 6 500 2 TR 5 170 175 2 0.177 5.3 6 150 ---- 10 136 170 316 8 0.177 5.8 6 ------------ 1 L 238 238 10 0.273 7.1 10 500 2 TR 344 9 353 3 0.333 6.7 13 500 ---- 238 344 9 591 6 0.333 6.9 13 ------------ 1 LT 6 317 323 3 0.374 8.5 14 500 2 TR 72 139 211 3 0.286 8.2 9 184U ---- 6 389 139 534 3 0.374 8.4 14 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 1747 5 0.374 7.1 14 ==========================================================================

Detailed Output about:blank Page 8 of 13 2012/01/25 Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. U Lane under-utilisation specified by the "User" Driver Characteristics Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Cameron Road 1 LT 36.9 1364 2.64 27.02 7.79 1.88 2 TR 43.4 1418 2.54 30.59 7.79 1.89 --------- 1 LT 42.5 1163 3.09 36.55 8.57 2.37 2 TR NA - Short Lane --------- 1 L 28.1 1161 3.10 24.22 8.24 2.05 2 TR 43.4 1372 2.62 31.64 7.79 1.98 --------- 1 LT 43.3 1435 2.51 30.18 7.79 1.86 2 TR NA - Short Lane --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Cameron Road 1 LT 0.198 5.8 1.2 6.9 0.0 3.7 0.0 3.7 9.3 6.9 2 TR 0.198 5.5 1.1 6.6 0.0 2.4 0.0 2.4 6.0 6.6 -------- 1 LT 0.177 5.4 1.0 6.4 0.0 3.3 0.0 3.3 12.2 6.4 2 TR 0.177 4.5 0.8 5.3 0.0 2.6 0.0 2.6 11.8 5.3 -------- 1 L 0.273 5.5 1.5 7.1 0.0 4.8 0.0 4.8 13.9 7.1 2 TR 0.333 5.1 1.7 6.7 0.0 3.8 0.0 3.8 5.0 6.7 -------- 1 LT 0.374 6.0 2.5 8.5 0.0 4.3 0.0 4.3 11.0 8.5 2 TR 0.286 6.3 1.9 8.2 0.0 4.4 0.0 4.4 11.5 8.2 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay

Detailed Output about:blank Page 9 of 13 2012/01/25 di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Cameron Road 1 LT 0.198 0.0 0.4 0.0 0.4 0.9 0.04 0.0 100.0 0.3 0.5 2 TR 0.198 0.0 0.4 0.0 0.4 0.9 0.01 0.0 100.0 0.3 0.5 ---------------------- 1 LT 0.177 0.0 0.3 0.0 0.3 0.7 0.01 0.0 100.0 0.2 0.5 2 TR 0.177 0.0 0.3 0.0 0.3 0.8 0.04 0.0 100.0 0.3 0.5 ---------------------- 1 L 0.273 0.0 0.5 0.0 0.5 1.3 0.02 0.0 100.0 0.5 0.8 2 TR 0.333 0.0 0.7 0.0 0.7 1.7 0.03 0.0 100.0 0.7 1.2 ---------------------- 1 LT 0.374 0.0 0.7 0.0 0.7 1.7 0.03 0.0 100.0 0.8 1.4 2 TR 0.286 0.0 0.5 0.0 0.5 1.2 0.05 0.0 100.0 0.5 0.9 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Cameron Road 1 LT 0.198 0.0 2.9 0.0 2.9 7.2 0.04 0.0 100.0 2.2 4.1 2 TR 0.198 0.0 2.9 0.0 2.9 7.3 0.01 0.0 100.0 2.3 4.1 ---------------------- 1 LT 0.177 0.0 2.5 0.0 2.5 6.3 0.01 0.0 100.0 2.1 3.9 2 TR 0.177 0.0 2.4 0.0 2.4 5.9 0.04 0.0 100.0 2.0 3.6 ---------------------- 1 L 0.273 0.0 4.2 0.0 4.2 10.4 0.02 0.0 100.0 3.8 7.0 2 TR 0.333 0.0 5.2 0.0 5.2 13.0 0.03 0.0 100.0 5.1 9.3 ---------------------- 1 LT 0.374 0.0 5.5 0.0 5.5 13.6 0.03 0.0 100.0 5.9 10.8 2 TR 0.286 0.0 3.8 0.0 3.8 9.5 0.05 0.0 100.0 3.8 6.8 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.

Detailed Output about:blank Page 10 of 13 2012/01/25 Lane Queue Percentiles (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Cameron Road 1 LT 0.198 0.4 0.5 0.7 0.8 0.9 1.0 2 TR 0.198 0.4 0.5 0.7 0.8 0.9 1.0 -------- 1 LT 0.177 0.3 0.4 0.5 0.6 0.7 0.8 2 TR 0.177 0.3 0.4 0.6 0.6 0.8 0.8 -------- 1 L 0.273 0.5 0.7 0.9 1.1 1.3 1.4 2 TR 0.333 0.7 0.9 1.2 1.4 1.7 1.9 -------- 1 LT 0.374 0.7 0.9 1.3 1.5 1.7 1.9 2 TR 0.286 0.5 0.6 0.9 1.0 1.2 1.4 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Cameron Road 1 LT 0.198 2.9 3.7 5.3 6.1 7.2 8.0 2 TR 0.198 2.9 3.8 5.3 6.2 7.3 8.1 -------- 1 LT 0.177 2.5 3.3 4.6 5.3 6.3 7.0 2 TR 0.177 2.4 3.1 4.3 5.0 5.9 6.5 -------- 1 L 0.273 4.2 5.4 7.6 8.8 10.4 11.5 2 TR 0.333 5.2 6.8 9.6 11.1 13.0 14.5 -------- 1 LT 0.374 5.5 7.1 10.0 11.6 13.6 15.1 2 TR 0.286 3.8 4.9 7.0 8.1 9.5 10.5 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued

Detailed Output about:blank Page 11 of 13 2012/01/25 No. x he1 he2 hig h H hqm Hqm pq -------- South: Cameron Road 1 LT 0.198 0.55 0.00 0.24 0.79 118.3 0.00 0.0 0.61 2 TR 0.198 0.54 0.00 0.18 0.72 113.1 0.00 0.0 0.60 -------- 1 LT 0.177 0.36 0.00 0.34 0.70 98.4 0.00 0.0 0.45 2 TR 0.177 0.32 0.00 0.37 0.69 120.2 0.00 0.0 0.43 -------- 1 L 0.273 0.31 0.00 0.41 0.72 171.8 0.00 0.0 0.42 2 TR 0.333 0.29 0.00 0.24 0.53 187.8 0.00 0.0 0.42 -------- 1 LT 0.374 0.58 0.00 0.24 0.82 265.4 0.00 0.8 0.60 2 TR 0.286 0.57 0.00 0.26 0.83 175.7 0.00 0.0 0.58 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Cameron Road East 18 Right 5 0 1.00 1.00 1.00 North 8 Thru 229 7 1.00 1.00 1.00 West 3 Left 63 2 1.00 1.00 1.00 --------- South 1L Left 10 0 1.00 1.00 1.00 North 6R Right 167 3 1.00 1.00 1.00 West 6T Thru 114 22 1.00 1.00 1.00 --------- South 4T Thru 334 10 1.00 1.00 1.00 East 7L Left 214 24 1.00 1.00 1.00 West 4R Right 9 0 1.00 1.00 1.00 --------- South 2R Right 135 4 1.00 1.00 1.00 East 2T Thru 377 12 1.00 1.00 1.00 North 5L Left 6 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Cameron Road 3 L 63 2 0 0 0 0

Detailed Output about:blank Page 12 of 13 2012/01/25 8 T 0 0 229 7 0 0 18 R 0 0 0 0 5 0 1L L 10 0 0 0 0 0 6T T 0 0 114 22 0 0 6R R 0 0 0 0 167 3 7L L 214 24 0 0 0 0 4T T 0 0 334 10 0 0 4R R 0 0 0 0 9 0 5L L 6 0 0 0 0 0 2T T 0 0 377 12 0 0 2R R 0 0 0 0 135 4 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Cameron Road 3 L 65 3.0 0 0.0 0 0.0 8 T 0 0.0 236 3.0 0 0.0 18 R 0 0.0 0 0.0 5 3.0 --- 1L L 10 3.0 0 0.0 0 0.0 6T T 0 0.0 136 16.0 0 0.0 6R R 0 0.0 0 0.0 170 2.0 --- 7L L 238 10.0 0 0.0 0 0.0 4T T 0 0.0 344 3.0 0 0.0 4R R 0 0.0 0 0.0 9 2.0 --- 5L L 6 2.0 0 0.0 0 0.0 2T T 0 0.0 389 3.0 0 0.0 2R R 0 0.0 0 0.0 139 3.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units

Detailed Output Page 13 of 13 Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:New Dundee Road -N-Strasburg Road - Weekday AM 2016 Processed: January 25, 2012 4:22:48 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\New Dundee Road and Strasburg Road -Final.sip 8000904, SNC-LAVALIN INC, SINGLE about:blank 2012/01/25

Detailed Output DETAILED OUTPUT New Dundee Road and Strasburg Road Page 1 of 13 New Dundee Road -N-Strasburg Road - Weekday PM 2016 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Pedestrian Effects Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Cameron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: None 40 10 60 20 30 2 2 4.00 411 6.3 437 0 N 0.965 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 543 3.0 559 0 N 0.931 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 573 13.4 650 0 N 0.911 ---------------- about:blank 2012/01/25

Detailed Output Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 641 5.2 674 0 N 0.887 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Page 2 of 13 Gap Acceptance Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Cameron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: None Left 1 Subdominant 437 35.7 81.6 1.71 0.366 4.10 40.6 2.67 Thru 1 Subdominant 437 35.7 81.6 1.71 0.366 4.10 40.6 2.67 2 Dominant 437 35.7 81.6 1.71 0.366 4.03 39.9 2.63 Right 2 Dominant 437 35.7 81.6 1.71 0.366 4.03 39.9 2.63 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 559 40.2 72.0 1.04 0.297 4.05 45.3 2.70 Thru 1 Subdominant 559 40.2 72.0 1.04 0.297 4.56 51.0 3.04 2 Dominant 559 40.2 72.0 1.04 0.297 4.28 47.8 2.85 Right 2 Dominant 559 40.2 72.0 1.04 0.297 3.76 42.1 2.51 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 650 40.5 62.4 1.41 0.429 4.86 54.7 3.29 Thru 2 Dominant 650 40.5 62.4 1.41 0.429 3.69 41.5 2.50 Right 2 Dominant 650 40.5 62.4 1.41 0.429 3.65 41.1 2.48 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 674 38.6 57.3 1.26 0.405 3.62 38.9 2.47 Thru 1 Dominant 674 38.6 57.3 1.26 0.405 3.66 39.2 2.49 2 Subdominant 674 38.6 57.3 1.26 0.405 4.11 44.1 2.80 Right 2 Subdominant 674 38.6 57.3 1.26 0.405 4.11 44.1 2.80 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Pedestrian Effects Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ROUNDABOUT ENTRY ----------------------------------------- Turn Pedestrian Circulating Adjustment Flow Rate Flow Rate Factor ----------------------------------------- South: Cameron Road Left 50 437 0.964 Thru 50 437 0.964 Right 50 437 0.964 ----------------------------------------- Left 50 559 0.972 Thru 50 559 0.972 Right 50 559 0.972 ----------------------------------------- about:blank 2012/01/25

Detailed Output Left 50 650 0.978 Thru 50 650 0.978 Right 50 650 0.978 ----------------------------------------- Left 50 674 0.980 Thru 50 674 0.980 Right 50 674 0.980 ----------------------------------------- Page 3 of 13 ROUNDABOUT EXIT -------------- Pedestrian Conflict Critical Follow-up Exit Lane Total Average Flow Rate Zone Length Gap Headway Capacity Exit Flow Exit Flow (ped/h) (m) (sec) (sec) (veh/h) (veh/h) (veh/h/lane) -------------- South: Cameron Road 50 9.00 6.92 4.15 810 513 257 -------------- 50 9.00 6.92 4.15 810 412 206 -------------- 50 9.00 6.92 4.15 810 705 353 -------------- 50 9.00 6.92 4.15 810 576 288 -------------- Movements Movement Capacity Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Cameron Road 3 L 104 3.0 411 6.3 437 344 0.85 181 100 0.303 8 T 425 3.0 411 6.3 437 1405 0.85 181 100 0.303 18 R 15 3.0 411 6.3 437 50 0.85 181 100 0.303 ----------- 1L L 10 3.0 543 3.0 559 21 0.85 75 100 0.485 6T T 459 16.0 543 3.0 559 946 0.85 75 100 0.485 6R R 266 2.0 543 3.0 559 549 0.85 75 100 0.485 ----------- 7L L 197 10.0 573 13.4 650 553 0.85 139 100 0.356 4T T 434 3.0 573 13.4 650 795 0.85 56 100 0.546* 4R R 13 2.0 573 13.4 650 24 0.85 56 100 0.546* ----------- 5L L 14 2.0 641 5.2 674 65 0.85 296 100 0.215 2T T 200 3.0 641 5.2 674 932 0.85 296 76 0.215 2R R 69 3.0 641 5.2 674 420 0.85 418 76 0.164 ----------- * Maximum degree of saturation Movement Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ------------------- about:blank 2012/01/25

Detailed Output Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Cameron Road 3 L 0.21 0.25 7.3 0.88 91.2 1.82 70.3 1.5 46.6 8 T 0.85 1.02 7.2 0.65 278.0 6.57 260.2 4.9 52.6 18 R 0.03 0.04 7.2 0.73 10.9 0.24 9.1 0.2 52.2 ------------------- 1L L 0.03 0.04 12.6 1.02 10.2 0.21 8.4 0.2 50.4 6T T 1.53 1.84 12.0 0.88 405.0 8.74 357.6 6.5 55.1 6R R 0.79 0.95 10.7 0.87 232.7 4.84 204.5 3.7 55.5 ------------------- 7L L 0.65 0.78 11.8 0.92 180.4 4.77 146.9 3.7 40.1 4T T 1.48 1.77 12.3 0.89 384.5 10.02 299.1 6.8 44.1 4R R 0.04 0.05 12.3 0.92 12.0 0.30 8.9 0.2 43.5 ------------------- 5L L 0.03 0.03 6.8 0.94 13.2 0.25 11.8 0.2 55.6 2T T 0.38 0.46 6.9 0.79 158.3 3.30 155.8 2.5 61.3 2R R 0.14 0.16 7.2 0.82 56.9 1.16 53.0 0.9 59.8 ------------------- Page 4 of 13 Fuel Consumption, Emissions and Cost (Total) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Cameron Road 3 L 25.33 8.3 20.7 1.47 0.034 0.051 8 T 84.21 28.6 71.6 4.83 0.114 0.180 18 R 3.06 1.0 2.6 0.19 0.004 0.007 112.60 37.9 94.9 6.49 0.152 0.237 1L L 3.71 1.6 3.9 0.40 0.007 0.012 6T T 192.61 95.1 239.2 24.79 0.372 0.761 6R R 85.77 37.9 94.8 10.04 0.175 0.293 282.09 134.5 337.9 35.24 0.554 1.066 7L L 71.41 27.3 68.6 6.56 0.111 0.186 4T T 124.47 45.4 113.7 10.52 0.190 0.305 4R R 3.73 1.3 3.4 0.31 0.006 0.009 199.61 74.1 185.7 17.39 0.307 0.501 5L L 4.84 2.1 5.2 0.54 0.010 0.016 2T T 62.17 28.4 71.1 7.40 0.126 0.222 2R R 21.92 10.0 25.1 2.67 0.045 0.078 88.93 40.5 101.4 10.61 0.181 0.316 INTERSECTION: 683.23 287.1 719.9 69.74 1.194 2.121 Fuel Consumption, Emissions and Cost (Rate) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km about:blank 2012/01/25

about:blank 2012/01/25 Detailed Output South: Cameron Road 3 L 0.36 11.8 294.2 20.95 0.482 0.727 8 T 0.32 11.0 275.1 18.57 0.437 0.690 18 R 0.34 11.5 287.5 20.39 0.464 0.734 0.33 11.2 279.4 19.11 0.447 0.699 1L L 0.44 18.6 465.4 47.74 0.839 1.408 6T T 0.54 26.6 669.0 69.33 1.041 2.128 6R R 0.42 18.5 463.5 49.13 0.854 1.436 0.49 23.6 592.3 61.77 0.971 1.869 7L L 0.49 18.6 467.0 44.65 0.754 1.268 4T T 0.42 15.2 380.2 35.16 0.636 1.021 4R R 0.42 15.1 378.3 35.47 0.648 1.014 0.44 16.3 408.2 38.23 0.674 1.101 5L L 0.41 17.7 442.9 45.97 0.809 1.349 2T T 0.40 18.2 456.3 47.51 0.811 1.425 2R R 0.41 18.9 473.1 50.33 0.855 1.480 0.40 18.4 459.6 48.11 0.822 1.434 INTERSECTION: 0.43 18.1 454.0 43.98 0.753 1.338 Page 5 of 13 Intersection Negotiation Data Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Cameron Road East Right 47.1 36.3 23.2 500 97 No North Thru 76.5 43.6 57.2 500 116 No West Left 24.0 28.1 94.2 500 164 No --------------- South Left 24.0 28.1 94.2 500 324 No North Right 47.1 36.3 23.2 500 272 No West Thru 76.5 43.6 57.2 500 333 No --------------- South Thru 76.5 43.6 57.2 500 195 No East Left 24.0 28.1 94.2 500 261 No West Right 47.1 36.3 23.2 500 174 No --------------- South Right 47.1 36.3 23.2 500 275 No East Thru 76.5 43.6 57.2 500 293 No North Left 24.0 28.1 94.2 500 323 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016

Detailed Output -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Cameron Road 3 L 80.0 28.1 28.1 60.0 52.4 46.6 13.5 8 T 80.0 43.6 43.6 60.0 57.3 52.6 5.9 18 R 80.0 36.3 36.3 60.0 57.4 52.2 7.3 -------------- 1L L 100.0 28.1 28.1 100.0 20.8 61.1 50.4 18.8 6T T 100.0 43.6 43.6 100.0 19.7 63.5 55.1 11.8 6R R 100.0 36.3 36.3 100.0 20.8 63.4 55.5 11.8 -------------- 7L L 60.0 28.1 28.1 80.0 18.3 45.6 40.1 13.9 4T T 60.0 43.6 43.6 80.0 20.0 49.6 44.1 5.0 4R R 60.0 36.3 36.3 80.0 20.0 49.5 43.5 6.3 -------------- 5L L 100.0 28.1 28.1 100.0 61.8 55.6 18.7 2T T 100.0 43.6 43.6 100.0 64.9 61.3 10.9 2R R 100.0 36.3 36.3 100.0 64.6 59.8 11.8 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Page 6 of 13 Lanes Lane Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Cameron Road 1 LT 269 889 0.303 7.3 0.74 1.5 11.3 200.0 2 TR 275 909 0.303 7.2 0.66 1.5 11.4 500.0 1 LT 331 682 0.485 12.6 0.89 2.6 22.4 500.0 2 TR 404 833 0.485 10.7 0.87 2.7 21.5 150.0T 1 L 197 553 0.356 11.8 0.92 1.7 13.7 500.0 2 TR 447 819 0.546 12.3 0.89 3.6 28.2 500.0 1 LT 172 800 0.215 6.8 0.80 1.0 7.7 500.0 2 TR 111 679 0.164 7.2 0.81 0.7 5.5 184.0T T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Cameron Road 1 LT 104 165 0 269 150 889 0.303 100 2 TR 0 260 15 275 150 909 0.303 100 about:blank 2012/01/25

Detailed Output ----- 1 LT 10 321 0 331 150 682 0.485 100 2 TR 0 138 266 404 150 833 0.485 100 ----- 1 L 197 0 0 197 150 553 0.356 100 2 TR 0 434 13 447 150 819 0.546 100 ----- 1 LT 14 158 0 172 150 800 0.215 100 2 TR 0 42 69 111 111 679 0.164 76D ----- D Lane under-utilisation due to downstream effects Page 7 of 13 The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Cameron Road 1 LT 104 165 269 3 0.303 7.3 11 200 2 TR 260 15 275 3 0.303 7.2 11 500 ---- 104 425 15 544 3 0.303 7.2 11 ------------ 1 LT 10 321 331 16 0.485 12.6 22 500 2 TR 138 266 404 7 0.485 10.7 22 150 ---- 10 459 266 735 11 0.485 11.6 22 ------------ 1 L 197 197 10 0.356 11.8 14 500 2 TR 434 13 447 3 0.546 12.3 28 500 ---- 197 434 13 644 5 0.546 12.1 28 ------------ 1 LT 14 158 172 3 0.215 6.8 8 500 2 TR 42 69 111 3 0.164 7.2 6 184U ---- 14 200 69 283 3 0.215 6.9 8 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2206 6 0.546 10.1 28 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. U Lane under-utilisation specified by the "User" Driver Characteristics Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- about:blank 2012/01/25

Detailed Output South: Cameron Road 1 LT 37.6 1347 2.67 27.94 7.79 1.93 2 TR 43.2 1370 2.63 31.55 7.79 1.98 --------- 1 LT 43.1 1186 3.03 36.37 8.60 2.32 2 TR NA - Short Lane --------- 1 L 28.1 1093 3.29 25.74 8.24 2.24 2 TR 43.4 1441 2.50 30.12 7.79 1.85 --------- 1 LT 42.3 1447 2.49 29.27 7.79 1.83 2 TR NA - Short Lane --------- Page 8 of 13 Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Cameron Road 1 LT 0.303 5.6 1.7 7.3 0.0 4.4 0.0 4.4 8.9 7.3 2 TR 0.303 5.5 1.7 7.2 0.0 3.4 0.0 3.4 6.0 7.2 -------- 1 LT 0.485 7.7 4.9 12.6 0.0 8.0 0.7 7.3 12.0 12.6 2 TR 0.485 6.7 4.0 10.7 0.0 6.5 0.5 6.0 11.8 10.7 -------- 1 L 0.356 8.3 3.6 11.8 0.0 8.3 0.2 8.2 13.9 11.8 2 TR 0.546 7.1 5.1 12.3 0.0 7.1 0.8 6.3 5.0 12.3 -------- 1 LT 0.215 5.6 1.2 6.8 0.0 2.7 0.0 2.7 11.5 6.8 2 TR 0.164 6.1 1.0 7.2 0.0 3.2 0.0 3.2 11.5 7.2 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Cameron Road 1 LT 0.303 0.0 0.6 0.0 0.6 1.5 0.06 0.0 100.0 0.5 1.0 2 TR 0.303 0.0 0.6 0.0 0.6 1.5 0.02 0.0 100.0 0.5 1.0 ---------------------- 1 LT 0.485 0.1 0.9 0.1 1.0 2.6 0.04 0.0 100.0 1.2 2.1 2 TR 0.485 0.1 1.0 0.1 1.1 2.7 0.14 0.0 100.0 1.2 2.2 about:blank 2012/01/25

Detailed Output ---------------------- 1 L 0.356 0.0 0.7 0.0 0.7 1.7 0.03 0.0 100.0 0.6 1.2 2 TR 0.546 0.2 1.3 0.2 1.5 3.6 0.06 0.0 100.0 1.5 2.8 ---------------------- 1 LT 0.215 0.0 0.4 0.0 0.4 1.0 0.02 0.0 100.0 0.3 0.6 2 TR 0.164 0.0 0.3 0.0 0.3 0.7 0.03 0.0 100.0 0.2 0.4 ---------------------- Page 9 of 13 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Cameron Road 1 LT 0.303 0.0 4.6 0.0 4.6 11.3 0.06 0.0 100.0 4.3 7.7 2 TR 0.303 0.0 4.6 0.0 4.6 11.4 0.02 0.0 100.0 4.3 7.8 ---------------------- 1 LT 0.485 0.8 8.1 0.9 9.0 22.4 0.04 0.0 100.0 9.9 18.0 2 TR 0.485 0.6 7.9 0.7 8.7 21.5 0.14 0.0 100.0 9.7 17.6 ---------------------- 1 L 0.356 0.1 5.4 0.1 5.5 13.7 0.03 0.0 100.0 5.3 9.7 2 TR 0.546 1.3 9.8 1.5 11.4 28.2 0.06 0.0 100.0 11.9 21.5 ---------------------- 1 LT 0.215 0.0 3.1 0.0 3.1 7.7 0.02 0.0 100.0 2.5 4.6 2 TR 0.164 0.0 2.2 0.0 2.2 5.5 0.03 0.0 100.0 1.7 3.1 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Cameron Road 1 LT 0.303 0.6 0.8 1.1 1.2 1.5 1.6 2 TR 0.303 0.6 0.8 1.1 1.2 1.5 1.6 -------- 1 LT 0.485 1.0 1.4 1.9 2.2 2.6 2.9 2 TR 0.485 1.1 1.4 2.0 2.3 2.7 3.0 -------- 1 L 0.356 0.7 0.9 1.2 1.4 1.7 1.8 2 TR 0.546 1.5 1.9 2.7 3.1 3.6 4.0 -------- 1 LT 0.215 0.4 0.5 0.7 0.8 1.0 1.1 2 TR 0.164 0.3 0.4 0.5 0.6 0.7 0.8 -------- about:blank 2012/01/25

Detailed Output Page 10 of 13 SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Cameron Road 1 LT 0.303 4.6 5.9 8.3 9.6 11.3 12.6 2 TR 0.303 4.6 5.9 8.4 9.7 11.4 12.7 -------- 1 LT 0.485 9.0 11.6 16.4 19.0 22.4 24.8 2 TR 0.485 8.7 11.2 15.8 18.3 21.5 23.9 -------- 1 L 0.356 5.5 7.1 10.0 11.6 13.7 15.2 2 TR 0.546 11.4 14.7 20.7 24.0 28.2 31.3 -------- 1 LT 0.215 3.1 4.0 5.7 6.6 7.7 8.6 2 TR 0.164 2.2 2.9 4.1 4.7 5.5 6.1 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Cameron Road 1 LT 0.303 0.45 0.00 0.28 0.74 197.9 0.00 0.0 0.54 2 TR 0.303 0.45 0.00 0.21 0.66 182.2 0.00 0.0 0.53 -------- 1 LT 0.485 0.66 0.03 0.21 0.89 295.4 0.09 30.8 0.66 2 TR 0.485 0.63 0.02 0.23 0.87 352.4 0.07 27.9 0.64 -------- 1 L 0.356 0.67 0.01 0.24 0.92 180.4 0.03 5.3 0.67 2 TR 0.546 0.72 0.05 0.11 0.89 396.5 0.13 57.1 0.73 -------- 1 LT 0.215 0.56 0.00 0.25 0.80 138.1 0.00 0.0 0.61 2 TR 0.164 0.56 0.00 0.25 0.81 90.4 0.00 0.0 0.60 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 about:blank 2012/01/25

Detailed Output Page 11 of 13 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Cameron Road East 18 Right 15 0 1.00 1.00 1.00 North 8 Thru 412 13 1.00 1.00 1.00 West 3 Left 101 3 1.00 1.00 1.00 --------- South 1L Left 10 0 1.00 1.00 1.00 North 6R Right 261 5 1.00 1.00 1.00 West 6T Thru 386 73 1.00 1.00 1.00 --------- South 4T Thru 421 13 1.00 1.00 1.00 East 7L Left 177 20 1.00 1.00 1.00 West 4R Right 13 0 1.00 1.00 1.00 --------- South 2R Right 67 2 1.00 1.00 1.00 East 2T Thru 194 6 1.00 1.00 1.00 North 5L Left 14 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Cameron Road 3 L 101 3 0 0 0 0 8 T 0 0 412 13 0 0 18 R 0 0 0 0 15 0 1L L 10 0 0 0 0 0 6T T 0 0 386 73 0 0 6R R 0 0 0 0 261 5 7L L 177 20 0 0 0 0 4T T 0 0 421 13 0 0 4R R 0 0 0 0 13 0 5L L 14 0 0 0 0 0 2T T 0 0 194 6 0 0 2R R 0 0 0 0 67 2 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 --- Mov Left Through Right ID ---------- ---------- ---------- about:blank 2012/01/25

about:blank 2012/01/25 Detailed Output Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Cameron Road 3 L 104 3.0 0 0.0 0 0.0 8 T 0 0.0 425 3.0 0 0.0 18 R 0 0.0 0 0.0 15 3.0 --- 1L L 10 3.0 0 0.0 0 0.0 6T T 0 0.0 459 16.0 0 0.0 6R R 0 0.0 0 0.0 266 2.0 --- 7L L 197 10.0 0 0.0 0 0.0 4T T 0 0.0 434 3.0 0 0.0 4R R 0 0.0 0 0.0 13 2.0 --- 5L L 14 2.0 0 0.0 0 0.0 2T T 0 0.0 200 3.0 0 0.0 2R R 0 0.0 0 0.0 69 3.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 12 of 13 Other Model Settings Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:New Dundee Road -N-Strasburg Road - Weekday PM 2016

about:blank 2012/01/25 Detailed Output Processed: January 25, 2012 4:22:35 PM Copyright 2000-2011 Akcelik and Associates Pty Ltd SIDRA INTERSECTION 5.1.8.2059 www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\New Dundee Road and Strasburg Road -Final.sip 8000904, SNC-LAVALIN INC, SINGLE Page 13 of 13

Detailed Output about:blank Page 1 of 13 2012/01/25 DETAILED OUTPUT New Dundee Road and Strasburg Road New Dundee Road -N-Strasburg Road - Weekday AM 2031 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Pedestrian Effects Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Cameron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: None 40 10 60 20 30 2 2 4.00 1024 6.2 1087 0 N 0.848 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 402 3.0 414 0 N 0.919 ----------------

Detailed Output about:blank Page 2 of 13 2012/01/25 Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 362 12.6 407 0 N 0.954 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 940 6.5 1001 0 N 0.830 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Gap Acceptance Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Cameron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: None Left 1 Subdominant 1087 36.4 33.5 1.71 0.703 3.56 36.1 2.57 Thru 1 Subdominant 1087 36.4 33.5 1.71 0.703 3.56 36.1 2.57 2 Dominant 1087 36.4 33.5 1.71 0.703 3.29 33.3 2.38 Right 2 Dominant 1087 36.4 33.5 1.71 0.703 3.29 33.3 2.38 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 414 40.0 96.6 1.06 0.233 4.25 47.2 2.76 Thru 1 Subdominant 414 40.0 96.6 1.06 0.233 4.78 53.1 3.11 2 Dominant 414 40.0 96.6 1.06 0.233 4.49 49.9 2.92 Right 2 Dominant 414 40.0 96.6 1.06 0.233 3.95 43.9 2.57 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 407 39.5 97.0 1.73 0.348 4.38 48.0 2.84 Thru 2 Dominant 407 39.5 97.0 1.73 0.348 3.99 43.8 2.59 Right 2 Dominant 407 39.5 97.0 1.73 0.348 3.95 43.4 2.56 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 1001 35.8 35.7 1.04 0.472 3.28 32.6 2.34 Thru 1 Dominant 1001 35.8 35.7 1.04 0.472 3.31 32.9 2.36 2 Subdominant 1001 35.8 35.7 1.04 0.472 3.81 37.9 2.72 Right 2 Subdominant 1001 35.8 35.7 1.04 0.472 3.81 37.9 2.72 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Pedestrian Effects Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ROUNDABOUT ENTRY ----------------------------------------- Turn Pedestrian Circulating Adjustment Flow Rate Flow Rate Factor ----------------------------------------- South: Cameron Road Left 50 1087 1.000 Thru 50 1087 1.000 Right 50 1087 1.000

Detailed Output about:blank Page 3 of 13 2012/01/25 ----------------------------------------- Left 50 414 0.963 Thru 50 414 0.963 Right 50 414 0.963 ----------------------------------------- Left 50 407 0.963 Thru 50 407 0.963 Right 50 407 0.963 ----------------------------------------- Left 50 1001 1.000 Thru 50 1001 1.000 Right 50 1001 1.000 ----------------------------------------- ROUNDABOUT EXIT -------------- Pedestrian Conflict Critical Follow-up Exit Lane Total Average Flow Rate Zone Length Gap Headway Capacity Exit Flow Exit Flow (ped/h) (m) (sec) (sec) (veh/h) (veh/h) (veh/h/lane) -------------- South: Cameron Road 50 9.00 6.92 4.15 810 663 332 -------------- 50 9.00 6.92 4.15 810 1020 510 -------------- 50 9.00 6.92 4.15 810 628 314 -------------- 50 9.00 6.92 4.15 810 368 184 -------------- Movements Movement Capacity Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Cameron Road 3 L 84 3.0 1024 6.2 1087 225 0.85 128 100 0.374 8 T 308 3.0 1024 6.2 1087 825 0.85 128 100 0.374 18 R 6 3.0 1024 6.2 1087 16 0.85 128 100 0.374 ----------- 1L L 12 3.0 402 3.0 414 33 0.85 136 100 0.360 6T T 266 16.0 402 3.0 414 739 0.85 136 100 0.360 6R R 310 2.0 402 3.0 414 861 0.85 136 100 0.360 ----------- 7L L 464 10.0 362 12.6 407 831 0.85 52 100 0.559 4T T 464 3.0 362 12.6 407 900 0.85 65 100 0.515 4R R 18 2.0 362 12.6 407 35 0.85 65 100 0.515 ----------- 5L L 10 2.0 940 6.5 1001 15 0.85 29 100 0.660* 2T T 550 3.0 940 6.5 1001 833 0.85 29 76 0.660* 2R R 187 3.0 940 6.5 1001 371 0.85 68 76 0.505 ----------- * Maximum degree of saturation

Detailed Output about:blank Page 4 of 13 2012/01/25 Movement Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Cameron Road 3 L 0.31 0.37 13.2 1.00 84.3 1.88 56.8 1.3 42.1 8 T 1.06 1.28 12.4 0.92 284.8 6.39 188.6 4.0 46.7 18 R 0.02 0.02 12.0 0.95 5.7 0.12 3.7 0.1 47.2 ------------------- 1L L 0.03 0.04 9.6 0.93 11.1 0.23 10.1 0.2 52.9 6T T 0.70 0.84 9.5 0.78 208.6 4.63 207.2 3.6 58.1 6R R 0.68 0.82 8.0 0.77 238.5 5.09 238.3 4.1 58.6 ------------------- 7L L 1.61 1.93 12.5 0.88 406.8 11.16 346.1 8.7 39.7 4T T 1.35 1.62 10.4 0.71 330.7 9.78 319.8 7.0 45.6 4R R 0.05 0.06 10.4 0.76 13.7 0.38 12.3 0.3 44.9 ------------------- 5L L 0.05 0.06 17.8 1.07 10.7 0.23 8.4 0.2 46.6 2T T 2.65 3.19 17.4 0.99 543.9 12.17 428.5 8.6 49.9 2R R 0.79 0.95 15.2 0.96 179.4 3.95 143.7 2.8 51.0 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Cameron Road 3 L 22.19 7.0 17.5 1.26 0.029 0.043 8 T 67.84 22.7 56.8 4.16 0.094 0.145 18 R 1.34 0.4 1.1 0.08 0.002 0.003 91.37 30.1 75.4 5.50 0.125 0.191 1L L 4.33 1.9 4.6 0.48 0.008 0.014 6T T 108.73 54.3 136.7 14.11 0.211 0.435 6R R 96.97 43.6 109.1 11.64 0.201 0.339 210.04 99.8 250.4 26.22 0.421 0.788 7L L 169.39 64.7 162.3 15.53 0.262 0.441 4T T 129.36 47.5 118.9 10.87 0.197 0.318 4R R 5.03 1.8 4.6 0.43 0.008 0.012 303.78 114.0 285.7 26.83 0.468 0.771 5L L 3.82 1.5 3.9 0.39 0.007 0.012 2T T 191.40 82.2 205.7 21.35 0.371 0.633 2R R 64.53 28.1 70.3 7.42 0.128 0.217 259.75 111.8 279.9 29.16 0.506 0.861 INTERSECTION: 864.93 355.7 891.5 87.71 1.519 2.612

Detailed Output about:blank Page 5 of 13 2012/01/25 Fuel Consumption, Emissions and Cost (Rate) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km South: Cameron Road 3 L 0.39 12.3 308.9 22.16 0.514 0.759 8 T 0.36 12.0 301.1 22.07 0.496 0.769 18 R 0.37 12.3 307.7 22.83 0.508 0.790 0.37 12.1 303.0 22.10 0.500 0.767 1L L 0.43 18.4 460.7 47.49 0.830 1.400 6T T 0.52 26.2 659.4 68.06 1.020 2.099 6R R 0.41 18.3 458.0 48.84 0.844 1.424 0.46 21.9 549.7 57.56 0.924 1.731 7L L 0.49 18.7 468.9 44.87 0.758 1.273 4T T 0.40 14.9 371.7 34.00 0.617 0.995 4R R 0.41 14.9 371.8 34.74 0.634 0.996 0.45 16.8 421.3 39.56 0.689 1.137 5L L 0.45 18.3 458.6 46.52 0.840 1.371 2T T 0.45 19.2 480.1 49.83 0.865 1.477 2R R 0.45 19.5 489.0 51.60 0.891 1.510 0.45 19.3 482.0 50.22 0.871 1.483 INTERSECTION: 0.44 18.1 454.0 44.67 0.774 1.330 Intersection Negotiation Data Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Cameron Road East Right 47.1 36.3 23.2 500 96 No North Thru 76.5 43.6 57.2 500 115 No West Left 24.0 28.1 94.2 500 165 No --------------- South Left 24.0 28.1 94.2 500 325 No North Right 47.1 36.3 23.2 500 274 No West Thru 76.5 43.6 57.2 500 336 No --------------- South Thru 76.5 43.6 57.2 500 195 No East Left 24.0 28.1 94.2 500 261 No West Right 47.1 36.3 23.2 500 174 No --------------- South Right 47.1 36.3 23.2 500 275 No East Thru 76.5 43.6 57.2 500 294 No North Left 24.0 28.1 94.2 500 322 No ---------------

Detailed Output about:blank Page 6 of 13 2012/01/25 Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Cameron Road 3 L 80.0 28.1 28.1 60.0 17.4 51.1 42.1 13.5 8 T 80.0 43.6 43.6 60.0 17.8 53.6 46.7 5.9 18 R 80.0 36.3 36.3 60.0 18.0 54.8 47.2 7.3 -------------- 1L L 100.0 28.1 28.1 100.0 61.9 52.9 18.8 6T T 100.0 43.6 43.6 100.0 65.3 58.1 11.8 6R R 100.0 36.3 36.3 100.0 64.6 58.6 11.8 -------------- 7L L 60.0 28.1 28.1 80.0 23.2 45.3 39.7 13.9 4T T 60.0 43.6 43.6 80.0 23.5 50.9 45.6 5.0 4R R 60.0 36.3 36.3 80.0 23.6 50.6 44.9 6.3 -------------- 5L L 100.0 28.1 28.1 100.0 17.4 59.7 46.6 18.7 2T T 100.0 43.6 43.6 100.0 17.1 60.5 49.9 10.9 2R R 100.0 36.3 36.3 100.0 16.3 61.6 51.0 11.8 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Cameron Road 1 LT 188 502 0.374 13.2 0.96 2.2 17.2 200.0 2 TR 210 563 0.374 12.0 0.93 2.3 17.9 500.0 1 LT 260 722 0.360 9.6 0.79 1.7 14.8 500.0 2 TR 328 912 0.360 8.0 0.77 1.8 14.2 150.0T 1 L 464 831 0.559 12.5 0.88 3.8 31.3 500.0 2 TR 482 935 0.515 10.4 0.71 3.3 25.5 500.0 1 LT 462 700 0.660 17.8 1.00 4.6 36.2 500.0 2 TR 285 564 0.505 15.2 0.95 2.8 21.5 184.0T

Detailed Output about:blank Page 7 of 13 2012/01/25 T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Cameron Road 1 LT 84 104 0 188 150 502 0.374 100 2 TR 0 204 6 210 150 563 0.374 100 ----- 1 LT 12 248 0 260 150 722 0.360 100 2 TR 0 18 310 328 150 912 0.360 100 ----- 1 L 464 0 0 464 150 831 0.559 100 2 TR 0 464 18 482 150 935 0.515 100 ----- 1 LT 10 452 0 462 150 700 0.660 100 2 TR 0 98 187 285 150 564 0.505 76D ----- D Lane under-utilisation due to downstream effects The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Cameron Road 1 LT 84 104 188 3 0.374 13.2 17 200 2 TR 204 6 210 3 0.374 12.0 18 500 ---- 84 308 6 398 3 0.374 12.6 18 ------------ 1 LT 12 248 260 15 0.360 9.6 15 500 2 TR 18 310 328 3 0.360 8.0 14 150 ---- 12 266 310 588 8 0.360 8.7 15 ------------ 1 L 464 464 10 0.559 12.5 31 500 2 TR 464 18 482 3 0.515 10.4 26 500 ---- 464 464 18 946 6 0.559 11.4 31 ------------ 1 LT 10 452 462 3 0.660 17.8 36 500 2 TR 98 187 285 3 0.505 15.2 21 184U ---- 10 550 187 747 3 0.660 16.8 36 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2679 5 0.660 12.5 36 ==========================================================================

Detailed Output about:blank Page 8 of 13 2012/01/25 Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. U Lane under-utilisation specified by the "User" Driver Characteristics Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- South: Cameron Road 1 LT 36.7 1399 2.57 26.22 7.79 1.81 2 TR 43.4 1514 2.38 28.67 7.79 1.73 --------- 1 LT 42.9 1165 3.09 36.81 8.59 2.37 2 TR NA - Short Lane --------- 1 L 28.1 1268 2.84 22.18 8.24 1.78 2 TR 43.3 1392 2.59 31.14 7.79 1.94 --------- 1 LT 43.3 1523 2.36 28.42 7.79 1.72 2 TR NA - Short Lane --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Cameron Road 1 LT 0.374 9.0 4.2 13.2 0.0 8.8 0.5 8.3 9.3 13.2 2 TR 0.374 8.3 3.8 12.0 0.0 6.1 0.4 5.7 6.0 12.0 -------- 1 LT 0.360 6.8 2.8 9.6 0.0 5.5 0.0 5.5 12.1 9.6 2 TR 0.360 5.7 2.2 8.0 0.0 4.4 0.0 4.4 11.8 8.0 -------- 1 L 0.559 7.1 5.3 12.5 0.0 9.0 0.6 8.4 13.9 12.5 2 TR 0.515 6.4 4.0 10.4 0.0 6.0 0.3 5.7 5.0 10.4 -------- 1 LT 0.660 8.4 9.4 17.8 0.0 12.0 1.8 10.2 11.0 17.8 2 TR 0.505 8.9 6.3 15.2 0.0 10.2 1.0 9.1 11.5 15.2 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay

Detailed Output about:blank Page 9 of 13 2012/01/25 di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Cameron Road 1 LT 0.374 0.1 0.8 0.0 0.9 2.2 0.09 0.0 100.0 0.7 1.3 2 TR 0.374 0.0 0.9 0.0 0.9 2.3 0.04 0.0 100.0 0.7 1.3 ---------------------- 1 LT 0.360 0.0 0.7 0.0 0.7 1.7 0.03 0.0 100.0 0.7 1.3 2 TR 0.360 0.0 0.7 0.0 0.7 1.8 0.09 0.0 100.0 0.7 1.3 ---------------------- 1 L 0.559 0.1 1.3 0.2 1.5 3.8 0.06 0.0 100.0 1.6 2.9 2 TR 0.515 0.1 1.2 0.1 1.3 3.3 0.05 0.0 100.0 1.4 2.5 ---------------------- 1 LT 0.660 0.3 1.5 0.4 1.9 4.6 0.07 0.0 100.0 2.3 4.2 2 TR 0.505 0.1 1.0 0.1 1.1 2.8 0.12 0.0 100.0 1.2 2.2 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Cameron Road 1 LT 0.374 0.4 6.6 0.3 6.9 17.2 0.09 0.0 100.0 5.4 9.8 2 TR 0.374 0.4 6.9 0.3 7.2 17.9 0.04 0.0 100.0 5.5 9.9 ---------------------- 1 LT 0.360 0.0 6.0 0.0 6.0 14.8 0.03 0.0 100.0 5.9 10.8 2 TR 0.360 0.0 5.7 0.0 5.7 14.2 0.09 0.0 100.0 5.6 10.2 ---------------------- 1 L 0.559 1.1 11.1 1.5 12.6 31.3 0.06 0.0 100.0 13.2 24.0 2 TR 0.515 0.5 9.6 0.6 10.3 25.5 0.05 0.0 100.0 10.9 19.8 ---------------------- 1 LT 0.660 2.7 11.6 2.9 14.6 36.2 0.07 0.0 100.0 17.8 32.4 2 TR 0.505 1.1 7.7 1.0 8.6 21.5 0.12 0.0 100.0 9.4 17.0 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections.

Detailed Output about:blank Page 10 of 13 2012/01/25 Lane Queue Percentiles (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Cameron Road 1 LT 0.374 0.9 1.1 1.6 1.9 2.2 2.4 2 TR 0.374 0.9 1.2 1.7 1.9 2.3 2.5 -------- 1 LT 0.360 0.7 0.9 1.3 1.5 1.7 1.9 2 TR 0.360 0.7 1.0 1.3 1.6 1.8 2.0 -------- 1 L 0.559 1.5 2.0 2.8 3.2 3.8 4.2 2 TR 0.515 1.3 1.7 2.4 2.8 3.3 3.6 -------- 1 LT 0.660 1.9 2.4 3.4 3.9 4.6 5.2 2 TR 0.505 1.1 1.4 2.0 2.3 2.8 3.1 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Cameron Road 1 LT 0.374 6.9 8.9 12.6 14.6 17.2 19.1 2 TR 0.374 7.2 9.3 13.1 15.2 17.9 19.8 -------- 1 LT 0.360 6.0 7.7 10.9 12.6 14.8 16.5 2 TR 0.360 5.7 7.4 10.4 12.1 14.2 15.8 -------- 1 L 0.559 12.6 16.3 23.0 26.6 31.3 34.7 2 TR 0.515 10.3 13.3 18.7 21.7 25.5 28.3 -------- 1 LT 0.660 14.6 18.8 26.6 30.8 36.2 40.2 2 TR 0.505 8.6 11.2 15.8 18.3 21.5 23.9 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued

Detailed Output about:blank Page 11 of 13 2012/01/25 No. x he1 he2 hig h H hqm Hqm pq -------- South: Cameron Road 1 LT 0.374 0.83 0.02 0.11 0.96 179.6 0.08 14.7 0.83 2 TR 0.374 0.83 0.02 0.08 0.93 195.2 0.06 13.0 0.83 -------- 1 LT 0.360 0.54 0.00 0.25 0.79 206.0 0.00 0.0 0.59 2 TR 0.360 0.49 0.00 0.28 0.77 252.3 0.00 0.0 0.57 -------- 1 L 0.559 0.60 0.04 0.24 0.88 406.8 0.08 37.4 0.67 2 TR 0.515 0.55 0.02 0.15 0.71 344.4 0.04 17.6 0.63 -------- 1 LT 0.660 0.83 0.07 0.10 1.00 462.7 0.28 130.8 0.83 2 TR 0.505 0.77 0.04 0.15 0.95 271.3 0.17 47.4 0.77 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Cameron Road East 18 Right 6 0 1.00 1.00 1.00 North 8 Thru 299 9 1.00 1.00 1.00 West 3 Left 81 3 1.00 1.00 1.00 --------- South 1L Left 12 0 1.00 1.00 1.00 North 6R Right 304 6 1.00 1.00 1.00 West 6T Thru 223 43 1.00 1.00 1.00 --------- South 4T Thru 450 14 1.00 1.00 1.00 East 7L Left 418 46 1.00 1.00 1.00 West 4R Right 18 0 1.00 1.00 1.00 --------- South 2R Right 181 6 1.00 1.00 1.00 East 2T Thru 534 17 1.00 1.00 1.00 North 5L Left 10 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Cameron Road 3 L 81 3 0 0 0 0

Detailed Output about:blank Page 12 of 13 2012/01/25 8 T 0 0 299 9 0 0 18 R 0 0 0 0 6 0 1L L 12 0 0 0 0 0 6T T 0 0 223 43 0 0 6R R 0 0 0 0 304 6 7L L 418 46 0 0 0 0 4T T 0 0 450 14 0 0 4R R 0 0 0 0 18 0 5L L 10 0 0 0 0 0 2T T 0 0 534 17 0 0 2R R 0 0 0 0 181 6 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Cameron Road 3 L 84 3.0 0 0.0 0 0.0 8 T 0 0.0 308 3.0 0 0.0 18 R 0 0.0 0 0.0 6 3.0 --- 1L L 12 3.0 0 0.0 0 0.0 6T T 0 0.0 266 16.0 0 0.0 6R R 0 0.0 0 0.0 310 2.0 --- 7L L 464 10.0 0 0.0 0 0.0 4T T 0 0.0 464 3.0 0 0.0 4R R 0 0.0 0 0.0 18 2.0 --- 5L L 10 2.0 0 0.0 0 0.0 2T T 0 0.0 550 3.0 0 0.0 2R R 0 0.0 0 0.0 187 3.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units

Detailed Output Page 13 of 13 Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Processed: January 25, 2012 4:24:17 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\New Dundee Road and Strasburg Road -Final.sip 8000904, SNC-LAVALIN INC, SINGLE about:blank 2012/01/25

Detailed Output DETAILED OUTPUT New Dundee Road and Strasburg Road Page 1 of 13 New Dundee Road -N-Strasburg Road - Weekday PM 2031 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Pedestrian Effects Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- South: Cameron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: None 40 10 60 20 30 2 2 4.00 790 6.5 842 0 N 0.867 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 739 3.0 761 0 N 0.847 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 831 13.5 943 0 N 0.783 ---------------- about:blank 2012/01/25

Detailed Output Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 40 10 60 30 30 2 2 4.00 969 5.9 1026 0 N 0.732 ---------------- Capacity Model: SIDRA Standard HV Method for Gap Acceptance: Include HV Effect for all percentages Page 2 of 13 Gap Acceptance Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- South: Cameron Road Environment Factor: 1.20 Entry/Circulating Flow Adjustment: None Left 1 Subdominant 842 35.3 41.9 1.71 0.594 3.74 36.6 2.61 Thru 1 Subdominant 842 35.3 41.9 1.71 0.594 3.74 36.6 2.61 2 Dominant 842 35.3 41.9 1.71 0.594 3.54 34.7 2.47 Right 2 Dominant 842 35.3 41.9 1.71 0.594 3.54 34.7 2.47 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 761 40.1 52.6 1.04 0.384 3.89 43.3 2.69 Thru 1 Subdominant 761 40.1 52.6 1.04 0.384 4.39 48.8 3.03 2 Dominant 761 40.1 52.6 1.04 0.384 4.01 44.6 2.77 Right 2 Dominant 761 40.1 52.6 1.04 0.384 3.52 39.2 2.43 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 943 40.7 43.1 1.48 0.581 3.95 44.6 2.80 Thru 1 Subdominant 943 40.7 43.1 1.48 0.581 3.70 41.8 2.62 2 Dominant 943 40.7 43.1 1.48 0.581 3.37 38.0 2.39 Right 2 Dominant 943 40.7 43.1 1.48 0.581 3.33 37.7 2.36 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Dominant 1026 37.0 36.1 1.06 0.489 3.25 33.4 2.33 Thru 1 Dominant 1026 37.0 36.1 1.06 0.489 3.29 33.8 2.35 2 Subdominant 1026 37.0 36.1 1.06 0.489 3.79 39.0 2.72 Right 2 Subdominant 1026 37.0 36.1 1.06 0.489 3.79 39.0 2.72 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Pedestrian Effects Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ROUNDABOUT ENTRY ----------------------------------------- Turn Pedestrian Circulating Adjustment Flow Rate Flow Rate Factor ----------------------------------------- South: Cameron Road Left 50 842 0.993 Thru 50 842 0.993 Right 50 842 0.993 ----------------------------------------- Left 50 761 0.986 Thru 50 761 0.986 Right 50 761 0.986 ----------------------------------------- about:blank 2012/01/25

about:blank 2012/01/25 Detailed Output Left 50 943 1.000 Thru 50 943 1.000 Right 50 943 1.000 ----------------------------------------- Left 50 1026 1.000 Thru 50 1026 1.000 Right 50 1026 1.000 ----------------------------------------- Page 3 of 13 ROUNDABOUT EXIT -------------- Pedestrian Conflict Critical Follow-up Exit Lane Total Average Flow Rate Zone Length Gap Headway Capacity Exit Flow Exit Flow (ped/h) (m) (sec) (sec) (veh/h) (veh/h) (veh/h/lane) -------------- South: Cameron Road 50 9.00 6.92 4.15 810 661 331 -------------- 50 9.00 6.92 4.15 810 783 391 -------------- 50 9.00 6.92 4.15 810 1120 560 -------------- 50 9.00 6.92 4.15 810 838 419 -------------- Movements Movement Capacity Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- South: Cameron Road 3 L 146 3.0 790 6.5 842 259 0.85 51 100 0.564 8 T 569 3.0 790 6.5 842 1009 0.85 51 100 0.564 18 R 17 3.0 790 6.5 842 30 0.85 51 100 0.564 ----------- 1L L 12 3.0 739 3.0 761 13 0.85-10 100 0.941* 6T T 673 16.0 739 3.0 761 715 0.85-10 100 0.941* 6R R 527 2.0 739 3.0 761 560 0.85-10 100 0.941* ----------- 7L L 402 10.0 831 13.5 943 464 0.85-2 100 0.867 4T T 555 3.0 831 13.5 943 640 0.85-2 100 0.867 4R R 19 2.0 831 13.5 943 22 0.85-2 100 0.867 ----------- 5L L 24 2.0 969 5.9 1026 49 0.85 74 100 0.488 2T T 364 3.0 969 5.9 1026 745 0.85 74 76 0.488 2R R 94 3.0 969 5.9 1026 252 0.85 128 76 0.373 ----------- * Maximum degree of saturation Movement Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031

Detailed Output ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- South: Cameron Road 3 L 0.64 0.77 15.8 1.05 153.9 3.42 98.7 2.4 40.4 8 T 2.40 2.88 15.2 0.98 556.8 12.47 348.4 7.9 44.1 18 R 0.07 0.08 14.8 1.00 17.1 0.37 10.3 0.2 44.5 ------------------- 1L L 0.17 0.21 51.9 1.31 15.7 0.48 10.1 0.3 30.6 6T T 9.36 11.23 50.0 1.29 867.4 25.68 524.3 16.6 31.5 6R R 6.44 7.73 44.0 1.29 679.6 18.63 405.1 12.2 33.3 ------------------- 7L L 4.74 5.69 42.5 1.31 525.9 16.26 299.8 10.9 27.5 4T T 5.62 6.74 36.4 1.31 727.3 20.50 382.5 12.4 30.8 4R R 0.19 0.23 36.1 1.31 24.9 0.70 13.0 0.4 30.7 ------------------- 5L L 0.09 0.11 13.8 1.03 24.6 0.53 20.2 0.4 49.6 2T T 1.39 1.67 13.7 0.95 344.2 7.59 283.6 5.3 53.3 2R R 0.35 0.42 13.5 0.94 88.3 1.95 72.3 1.4 52.8 ------------------- Page 4 of 13 Fuel Consumption, Emissions and Cost (Total) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h South: Cameron Road 3 L 39.83 12.4 31.0 2.22 0.052 0.076 8 T 130.66 42.8 107.1 7.86 0.178 0.271 18 R 3.95 1.3 3.2 0.24 0.005 0.008 174.44 56.5 141.4 10.33 0.235 0.355 1L L 5.98 2.1 5.2 0.51 0.010 0.015 6T T 373.46 156.9 394.8 40.26 0.641 1.211 6R R 228.02 84.4 211.1 21.64 0.401 0.618 607.46 243.4 611.2 62.40 1.051 1.844 7L L 186.99 62.6 157.0 14.39 0.263 0.407 4T T 205.03 66.3 166.0 15.13 0.291 0.429 4R R 6.96 2.2 5.5 0.50 0.010 0.014 398.98 131.1 328.6 30.02 0.563 0.851 5L L 8.85 3.7 9.1 0.94 0.017 0.028 2T T 122.36 53.8 134.6 14.05 0.242 0.417 2R R 31.91 14.0 35.1 3.70 0.064 0.109 163.12 71.5 178.8 18.70 0.322 0.553 INTERSECTION: 1344.01 502.4 1259.9 121.45 2.172 3.603 Fuel Consumption, Emissions and Cost (Rate) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate about:blank 2012/01/25

Detailed Output $/km L/100km g/km g/km g/km g/km South: Cameron Road 3 L 0.40 12.5 314.1 22.53 0.526 0.767 8 T 0.38 12.3 307.4 22.57 0.511 0.779 18 R 0.38 12.5 314.0 23.30 0.523 0.800 0.38 12.3 309.0 22.58 0.514 0.777 1L L 0.59 20.8 519.6 50.29 0.960 1.473 6T T 0.71 29.9 752.9 76.78 1.222 2.310 6R R 0.56 20.8 521.2 53.42 0.989 1.525 0.65 25.9 650.5 66.42 1.119 1.962 7L L 0.62 20.9 523.7 47.99 0.877 1.359 4T T 0.54 17.3 434.0 39.56 0.760 1.123 4R R 0.54 17.0 426.2 38.58 0.756 1.092 0.57 18.9 472.5 43.18 0.810 1.224 5L L 0.44 18.1 453.5 46.40 0.829 1.366 2T T 0.43 19.0 474.5 49.56 0.853 1.469 2R R 0.44 19.4 486.2 51.28 0.882 1.507 0.43 19.0 475.6 49.72 0.858 1.471 INTERSECTION: 0.54 20.4 510.5 49.20 0.880 1.460 Page 5 of 13 Intersection Negotiation Data Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- South: Cameron Road East Right 47.1 36.3 23.2 500 97 No North Thru 76.5 43.6 57.2 500 116 No West Left 24.0 28.1 94.2 500 164 No --------------- South Left 24.0 28.1 94.2 500 324 No North Right 47.1 36.3 23.2 500 273 No West Thru 76.5 43.6 57.2 500 334 No --------------- South Thru 76.5 43.6 57.2 500 195 No East Left 24.0 28.1 94.2 500 260 No West Right 47.1 36.3 23.2 500 174 No --------------- South Right 47.1 36.3 23.2 500 274 No East Thru 76.5 43.6 57.2 500 293 No North Left 24.0 28.1 94.2 500 323 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 about:blank 2012/01/25

Detailed Output Page 6 of 13 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- South: Cameron Road 3 L 80.0 28.1 28.1 60.0 18.5 50.1 40.4 13.5 8 T 80.0 43.6 43.6 60.0 18.8 52.1 44.1 5.9 18 R 80.0 36.3 36.3 60.0 18.9 53.2 44.5 7.3 -------------- 1L L 100.0 28.1 28.1 100.0 18.8 52.9 30.6 18.8 6T T 100.0 43.6 43.6 100.0 17.9 52.0 31.5 11.8 6R R 100.0 36.3 36.3 100.0 18.8 52.1 33.3 11.8 -------------- 7L L 60.0 28.1 28.1 80.0 17.6 41.2 27.5 13.9 4T T 60.0 43.6 43.6 80.0 18.2 44.0 30.8 5.0 4R R 60.0 36.3 36.3 80.0 18.3 44.4 30.7 6.3 -------------- 5L L 100.0 28.1 28.1 100.0 17.3 60.8 49.6 18.7 2T T 100.0 43.6 43.6 100.0 17.0 61.9 53.3 10.9 2R R 100.0 36.3 36.3 100.0 16.3 62.6 52.8 11.8 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes Lane Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m South: Cameron Road 1 LT 352 624 0.564 15.8 1.01 4.2 32.4 200.0 2 TR 380 674 0.564 14.8 0.98 4.3 33.4 500.0 1 LT 524 557 0.941 51.9 1.29 12.5 107.9 500.0 2 TR 688 731 0.941 44.0 1.29 14.1 112.2 150.0T 1 LT 432 499 0.867 42.5 1.31 9.6 78.9 500.0 2 TR 544 627 0.867 36.1 1.31 10.8 84.1 500.0 1 LT 299 612 0.488 13.8 0.96 2.9 22.7 500.0 2 TR 183 491 0.373 13.5 0.93 1.9 14.7 184.0T T Short lane due to specification of Turn Bay Lane Flow and Capacity Information Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- South: Cameron Road 1 LT 146 206 0 352 150 624 0.564 100 about:blank 2012/01/25

Detailed Output 2 TR 0 363 17 380 150 674 0.564 100 ----- 1 LT 12 512 0 524 150 557 0.941 100 2 TR 0 161 527 688 150 731 0.941 100 ----- 1 LT 402 30 0 432 150 499 0.867 100 2 TR 0 525 19 544 150 627 0.867 100 ----- 1 LT 24 275 0 299 150 612 0.488 100 2 TR 0 89 94 183 150 491 0.373 76D ----- D Lane under-utilisation due to downstream effects Page 7 of 13 The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ South: Cameron Road 1 LT 146 206 352 3 0.564 15.8 32 200 2 TR 363 17 380 3 0.564 14.8 33 500 ---- 146 569 17 732 3 0.564 15.3 33 ------------ 1 LT 12 512 524 16 0.941 51.9 108 500 2 TR 161 527 688 5 0.941 44.0 112 150 ---- 12 673 527 1212 10 0.941 47.4 112 ------------ 1 LT 402 30 432 10 0.867 42.5 79 500 2 TR 525 19 544 3 0.867 36.1 84 500 ---- 402 555 19 976 6 0.867 38.9 84 ------------ 1 LT 24 275 299 3 0.488 13.8 23 500 2 TR 89 94 183 3 0.373 13.5 15 184U ---- 24 364 94 482 3 0.488 13.7 23 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 3402 6 0.941 33.3 112 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. U Lane under-utilisation specified by the "User" Driver Characteristics Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec about:blank 2012/01/25

Detailed Output --------- South: Cameron Road 1 LT 37.2 1378 2.61 26.99 7.79 1.86 2 TR 43.3 1456 2.47 29.73 7.79 1.82 --------- 1 LT 43.3 1192 3.02 36.28 8.60 2.30 2 TR NA - Short Lane --------- 1 LT 29.2 1291 2.79 22.63 8.21 1.78 2 TR 43.4 1509 2.39 28.73 7.79 1.74 --------- 1 LT 42.4 1530 2.35 27.69 7.79 1.69 2 TR NA - Short Lane --------- Page 8 of 13 Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- South: Cameron Road 1 LT 0.564 8.6 7.2 15.8 0.0 11.2 1.5 9.7 9.1 15.8 2 TR 0.564 8.2 6.7 14.8 0.0 8.9 1.5 7.4 6.0 14.8 -------- 1 LT 0.941 11.2 40.8 51.9 0.0 45.1 8.1 37.0 11.9 51.9 2 TR 0.941 9.6 34.4 44.0 0.0 37.5 7.7 29.8 11.8 44.0 -------- 1 LT 0.867 11.5 30.9 42.5 0.0 37.5 5.3 32.2 13.2 42.5 2 TR 0.867 10.1 26.0 36.1 0.0 29.0 5.2 23.8 5.0 36.1 -------- 1 LT 0.488 8.3 5.5 13.8 0.0 8.4 0.8 7.6 11.5 13.8 2 TR 0.373 9.2 4.3 13.5 0.0 8.3 0.4 7.9 11.4 13.5 -------- HCM Delay Formula option used: (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Cameron Road 1 LT 0.564 0.3 1.4 0.3 1.7 4.2 0.16 0.0 100.0 1.5 2.8 2 TR 0.564 0.3 1.4 0.3 1.7 4.3 0.07 0.0 100.0 1.6 2.8 ---------------------- 1 LT 0.941 2.2 2.5 2.6 5.0 12.5 0.22 0.0 100.0 7.6 13.7 about:blank 2012/01/25

Detailed Output 2 TR 0.941 2.3 2.7 2.9 5.7 14.1 0.75 0.0 100.0 8.4 15.2 ---------------------- 1 LT 0.867 1.4 2.3 1.6 3.9 9.6 0.16 0.0 100.0 5.1 9.3 2 TR 0.867 1.5 2.5 1.8 4.3 10.8 0.17 0.0 100.0 5.4 9.9 ---------------------- 1 LT 0.488 0.1 1.1 0.1 1.2 2.9 0.05 0.0 100.0 1.1 2.1 2 TR 0.373 0.0 0.7 0.0 0.8 1.9 0.08 0.0 100.0 0.7 1.2 ---------------------- Page 9 of 13 HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- South: Cameron Road 1 LT 0.564 2.1 10.8 2.2 13.0 32.4 0.16 0.0 100.0 12.0 21.8 2 TR 0.564 2.1 11.2 2.3 13.4 33.4 0.07 0.0 100.0 12.2 22.2 ---------------------- 1 LT 0.941 18.8 21.2 22.3 43.4 107.9 0.22 0.0 100.0 65.1 118.1 2 TR 0.941 18.4 21.8 23.3 45.1 112.2 0.75 0.0 100.0 66.7 121.0 ---------------------- 1 LT 0.867 11.5 18.9 12.9 31.7 78.9 0.16 0.0 100.0 41.9 76.0 2 TR 0.867 11.8 19.8 14.0 33.9 84.1 0.17 0.0 100.0 42.4 77.0 ---------------------- 1 LT 0.488 0.8 8.4 0.8 9.1 22.7 0.05 0.0 100.0 8.9 16.2 2 TR 0.373 0.3 5.7 0.2 5.9 14.7 0.08 0.0 100.0 5.4 9.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Cameron Road 1 LT 0.564 1.7 2.2 3.1 3.5 4.2 4.6 2 TR 0.564 1.7 2.2 3.1 3.6 4.3 4.8 -------- 1 LT 0.941 5.0 6.5 9.2 10.7 12.5 13.9 2 TR 0.941 5.7 7.4 10.4 12.0 14.1 15.7 -------- 1 LT 0.867 3.9 5.0 7.1 8.2 9.6 10.7 2 TR 0.867 4.3 5.6 7.9 9.2 10.8 12.0 -------- 1 LT 0.488 1.2 1.5 2.1 2.5 2.9 3.2 2 TR 0.373 0.8 1.0 1.4 1.6 1.9 2.1 about:blank 2012/01/25

about:blank 2012/01/25 Detailed Output -------- Page 10 of 13 SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- South: Cameron Road 1 LT 0.564 13.0 16.9 23.8 27.6 32.4 36.0 2 TR 0.564 13.4 17.4 24.5 28.4 33.4 37.1 -------- 1 LT 0.941 43.4 56.2 79.3 91.8 107.9 119.8 2 TR 0.941 45.1 58.5 82.4 95.4 112.2 124.5 -------- 1 LT 0.867 31.7 41.1 57.9 67.1 78.9 87.6 2 TR 0.867 33.8 43.8 61.8 71.5 84.1 93.4 -------- 1 LT 0.488 9.1 11.8 16.7 19.3 22.7 25.2 2 TR 0.373 5.9 7.6 10.8 12.5 14.7 16.3 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- South: Cameron Road 1 LT 0.564 0.84 0.07 0.10 1.01 354.4 0.23 81.1 0.84 2 TR 0.564 0.84 0.07 0.07 0.98 373.3 0.22 84.0 0.84 -------- 1 LT 0.941 0.98 0.30 0.01 1.29 677.9 1.21 633.2 0.98 2 TR 0.941 1.00 0.29 0.00 1.29 884.8 1.12 772.1 1.00 -------- 1 LT 0.867 0.98 0.31 0.01 1.31 565.8 0.86 373.0 0.98 2 TR 0.867 1.00 0.31 0.00 1.31 712.3 0.83 450.8 1.00 -------- 1 LT 0.488 0.82 0.03 0.12 0.96 286.7 0.12 36.0 0.82 2 TR 0.373 0.77 0.01 0.14 0.93 170.4 0.06 11.4 0.77 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031

Detailed Output Page 11 of 13 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- South: Cameron Road East 18 Right 16 1 1.00 1.00 1.00 North 8 Thru 552 17 1.00 1.00 1.00 West 3 Left 142 4 1.00 1.00 1.00 --------- South 1L Left 12 0 1.00 1.00 1.00 North 6R Right 516 11 1.00 1.00 1.00 West 6T Thru 565 108 1.00 1.00 1.00 --------- South 4T Thru 538 17 1.00 1.00 1.00 East 7L Left 362 40 1.00 1.00 1.00 West 4R Right 19 0 1.00 1.00 1.00 --------- South 2R Right 91 3 1.00 1.00 1.00 East 2T Thru 353 11 1.00 1.00 1.00 North 5L Left 24 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program South: Cameron Road 3 L 142 4 0 0 0 0 8 T 0 0 552 17 0 0 18 R 0 0 0 0 16 1 1L L 12 0 0 0 0 0 6T T 0 0 565 108 0 0 6R R 0 0 0 0 516 11 7L L 362 40 0 0 0 0 4T T 0 0 538 17 0 0 4R R 0 0 0 0 19 0 5L L 24 0 0 0 0 0 2T T 0 0 353 11 0 0 2R R 0 0 0 0 91 3 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 --- Mov Left Through Right about:blank 2012/01/25

about:blank 2012/01/25 Detailed Output ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program South: Cameron Road 3 L 146 3.0 0 0.0 0 0.0 8 T 0 0.0 569 3.0 0 0.0 18 R 0 0.0 0 0.0 17 3.0 --- 1L L 12 3.0 0 0.0 0 0.0 6T T 0 0.0 673 16.0 0 0.0 6R R 0 0.0 0 0.0 527 2.0 --- 7L L 402 10.0 0 0.0 0 0.0 4T T 0 0.0 555 3.0 0 0.0 4R R 0 0.0 0 0.0 19 2.0 --- 5L L 24 2.0 0 0.0 0 0.0 2T T 0 0.0 364 3.0 0 0.0 2R R 0 0.0 0 0.0 94 3.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Page 12 of 13 Other Model Settings Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031

Detailed Output Page 13 of 13 Processed: January 25, 2012 4:25:59 PM SIDRA INTERSECTION 5.1.8.2059 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: H:\DATA\505783 - Transportation Planning\Working\Strasburg Road\SIDRA Files\PC\New Dundee Road and Strasburg Road -Final.sip 8000904, SNC-LAVALIN INC, SINGLE about:blank 2012/01/25

Strasburg Road Extension Environmental Study Report From North of Stauffer Drive to New Dundee Road October 2013 APPENDIX D.1 (b) ROUNDABOUT SCREENING ASSESSMENT 331650-4E-Rev 1

November 28, 2008 REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 The intent of this screening tool is to provide a relatively quick assessment of the feasibility of a modern roundabout at a particular intersection in comparison to other appropriate forms of traffic control or road improvements including auxiliary lanes, traffic control signals, four-way stop, etc. The intended outcome of this tool is to provide enough information to assist staff in deciding whether or not to proceed to an Intersection Control Study to further investigate in more detail the feasibility of a roundabout. 1) Project Name/File No.: 2) Intersection Location (Street/Road Names, distance from major intersection, etc.): 3) Brief Description of Intersection (Number of Legs, Lanes on each leg, total AADT, AADT on each road, etc. Attach or sketch diagram showing existing and horizon-year turning movements.): 4) What operational problems are being experienced at this location? DOCS #328872 Page 1 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 5) Is it a new intersection or is it a retrofit of an existing intersection? If existing, what is the existing traffic control? 6) Is the intersection in the vicinity of a railroad crossing or another intersection? If so, how close and what type of traffic control exists at the adjacent intersection(s)? Will queues be a problem? 7) Would the intersection be located within a coordinated signal system? 8) Would the intersection be located on a Preferred Corridor? 9) Is the intersection located within a corridor that is scheduled for improvements in the 10 Year Transportation Capital Program? What is the ultimate cross-section of the approach roads? DOCS #328872 Page 2 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 10) What is the collision history of the intersection over the past five years? Is there a collision problem that needs to be addressed? 11) Are persons with disabilities or horse and buggies frequent users of this intersection? 12) What traditional road improvements are proposed for this intersection? (eg. traffic signals, all-way stop, auxiliary lanes, etc.) Please attach a sketch of the traditional road improvements. A sample sketch is attached (DOCS #529440). 13) If traffic control signals are being considered, are the traffic signal warrants met for the horizon year? DOCS #328872 Page 3 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 14) What size of roundabout is being considered for this intersection? (eg. Single-lane, two-lane entry or three-lane entry?) Please attach a Traffic Flow Worksheet and lane configuration diagram. Please attach a sketch showing how a roundabout would fit into the right-of-way. A sample sketch is attached (DOCS #529433). 15) 20-Year Life Cycle Cost Estimate Injury Collision Cost (ICC): Discount Rate: (i): 20 YEAR LIFE-CYCLE COST COMPARISON Cost Item Other Traffic Control Implementation Cost $ $ Injury Collision Cost (Present Value) $ $ Total Life Cycle Cost X Y Notes: Implementation Cost = sum of costs for construction, property utility relocations, illumination, engineering (20%), contingency (20%) and maintenance (5%); Present Value of 20 Year Injury Collision Cost = expected annual collision frequency x ICC ((1 + i) 20-1) / i(1+i) 20 Monte Carlo Analysis may be required. If so, a range for the implementation cost (i.e. 10%, 50%, 90% probability) is required DOCS #328872 Page 4 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 Conclusions and Recommendation DOCS #328872 Page 5 of 5

Strasburg Road and New Dundee Road Intersection Options Summary of Pros and Cons Option Pros Cons Option A (without reverse curve approach design) Option B (with reverse curve approach design) 4 Leg Signal Control (at current intersection location) Staggered Signal Control 4 Leg Signal Control (shifted to the west by about 200 metres from the current intersection location) Fewer expected injury collisions than a signal control Less delays and better LOS performance than a signal control, especially during off peaks Consistent with the City s initiative of implementing roundabouts at the other two new intersections on Strasburg Road Drivers in the area are more familiar with this roundabout design Fewer expected injury collisions than a signal control Less delays and better LOS performance than a signal control, especially during off peaks Consistent with the City s initiative of implementing roundabouts at the other two new intersections on Strasburg Road The reverse curve approaches would help to restrict the vehicle speed in entering the roundabout Less conflict movements and thus less traffic delays than two staggered intersections Minimal property impact A more economic solution if the Region considers having an EB left turn signal would be acceptable as an alternative measure to the vertical profile correction The minimum decision sight distance requirement is achieved by having the intersection shifted to the west by approximately 200 metres The minimum decision sight distance requirement is achieved by having the intersection shifted to the west by approximately 200 metres Less conflict movements and thus less traffic delays than two staggered intersections Since the roundabout is located at the hill crest, some special treatments to increase the visibility of the roundabout centre island would be required such as by providing raised chevron, signs and appropriate landscaping (costs included) Drivers may not necessarily reduce the speed of their vehicles before entering the roundabout Since the roundabout is located at the hill crest, some special treatments to increase the visibility of the roundabout centre island would be required such as by providing raised chevron, signs and appropriate landscaping (costs included) Drivers in the area may not be familiar with the reverse curve approach design for the roundabout Higher expected injury collisions than a roundabout A vertical profile correction is required in order to achieve the minimum decision sight distance requirement An EB left turn signal phase is required in the case of no vertical profile correction The introduction of an EB left turn signal phase means that it will reduce the green time for the critical WB movement during the peak hours Higher expected injury collisions than a roundabout as well as a 4 leg signal control intersection Not preferred from traffic operational viewpoint as two staggered intersections will create additional conflict movements and thus traffic delays than a single 4 leg intersection The close intersection spacing does not permit signal progression and hence, traffic mobility cannot be optimized Having the intersection shifted by 200 metres means that the Strasburg Road alignment would also have to be shifted which makes it less supportive from transit catchment perspective Additional costs will be incurred due to the shifting of Strasburg Road alignment Higher expected injury collisions than a roundabout Significant property impact Additional costs will be incurred due to the shifting of both Strasburg Road and Cameron Road alignments The most costly option among the others Implementation Cost (2012 Value) Injury Collision Cost (2012 Value) 20 Year Life Cycle Cost (2012 Value) $3,000,000 $200,000 $3,200,000 $3,000,000 (assumed having a similar order as Option A) $2,900,000 with vertical profile correction $2,500,000 without vertical profile correction $200,000 $3,200,000 $800,000 $3,700,000 with vertical profile correction $3,300,000 without vertical profile correction $4,400,000 $1,000,000 $5,400,000 $6,900,000 $800,000 $7,700,000 2012-02-20

Ontario Traffic Manual Book 12 Justification 7B - Projected Volumes New Dundee Road & Strasburg Road - 2016 Major Road: No. of lanes: 1 Lane 2 or more lanes 2 Minor Road: No. of lanes: 1 Lane 2 or more lanes 2 Main Northbound Approach Minor Eastbound Approach Main Southbound Approach Minor Westbound Approach Pedestrians Crossing LT TH RT LT TH RT LT TH RT LT TH RT Main Road AM Peak 70 255 5 6 420 150 257 372 10 11 147 184 PM Peak 112 459 16 15 216 75 213 469 14 11 496 287 Total 182 714 21 21 636 225 470 841 24 22 643 471 0 Justification 1. Minimum Vehicular Volume 2. Delay to cross traffic Description A. Vechicle volume, all approaches (average hour) B. Vehicle volume, along minor streets (average hour) A. Vehicle volume, major street (average hour) B. Combined vehicle and pedestrian volume crossing artery from minor streets Minimum Requirement Minimum Requirement Compliance 1 Lane Highways 2 or more lanes Sectional Free Flow Restr. Flow Free Flow Restr. Flow Numerical % 480 720 600 900 1334 100% 120 170 120 170 1273 100% 480 720 600 900 690 77% 50 75 120 170 413 100% Entire % 100% 88% RESULTS 1. Minimum Vehicular Volume Justification Compliance A Total Volume 100% B Crossing Volume 100% A Main Road 77% B Crossing Road 100% A Justificaton 1 100% B Justification 2 77% Signal Justified? 2. Delay to Cross Traffic NO 3. Combination NO YES

Ontario Traffic Manual Book 12 Justification 7B - Projected Volumes New Dundee Road & Strasburg Road - 2031 Major Road: No. of lanes: 1 Lane 2 or more lanes 2 Minor Road: No. of lanes: 1 Lane 2 or more lanes 2 Main Northbound Approach Minor Eastbound Approach Main Southbound Approach Minor Westbound Approach Pedestrians Crossing LT TH RT LT TH RT LT TH RT LT TH RT Main Road AM Peak 87 320 6 10 572 194 483 483 19 12 277 322 PM Peak 152 592 18 25 379 98 418 577 20 12 700 548 Total 239 912 24 35 951 292 901 1,060 39 24 977 870 0 Justification 1. Minimum Vehicular Volume 2. Delay to cross traffic Description A. Vechicle volume, all approaches (average hour) B. Vehicle volume, along minor streets (average hour) A. Vehicle volume, major street (average hour) B. Combined vehicle and pedestrian volume crossing artery from minor streets Minimum Requirement Minimum Requirement Compliance 1 Lane Highways 2 or more lanes Sectional Free Flow Restr. Flow Free Flow Restr. Flow Numerical % 480 720 600 900 1976 100% 120 170 120 170 1360 100% 480 720 600 900 973 100% 50 75 120 170 621 100% Entire % 100% 100% RESULTS 1. Minimum Vehicular Volume Justification Compliance A Total Volume 100% B Crossing Volume 100% A Main Road 100% B Crossing Road 100% A Justificaton 1 100% B Justification 2 100% Signal Justified? 2. Delay to Cross Traffic YES 3. Combination YES YES

REGION OF WATERLOO ROUNDABOUT Project: Strasburg Road Extension Class EA Drawn By: A. Tam TRAFFIC Project No.: 331650 Sheet 1 of 2 FLOW SHEET Intersection: New Dundee / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 AM PEAK Strasburg Road 946 TR% 18 464 464 0 628 N 8 TR% 8 New Dundee Road 310 362 368 266 588 402 12 0 0 940 10 New Dundee Road 747 550 1024 1020 187 TR % 8 663 0 84 308 6 398 Cameron Road TR% Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1.08 18 464 464 0 3. Entry flow + circulating flow < 1400vph use single lane entry New Dundee Road 1.08 187 550 10 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry Cameron Road 1 6 308 84 0 3. Entry flow + circulating flow > 2200vph use three-lane entry New Dundee Road 1.08 310 266 12 0

REGION OF WATERLOO ROUNDABOUT Project: Strasburg Road Extension Class EA Drawn By: A. Tam TRAFFIC Project No.: 331650 Sheet 2 of 2 FLOW SHEET Intersection: New Dundee / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 PM PEAK Strasburg Road 976 TR% 19 555 402 0 1,120 N 8 TR% 8 New Dundee Road 527 831 838 673 1212 739 12 0 0 969 24 New Dundee Road 482 364 790 783 94 TR % 8 661 0 146 569 17 732 Cameron Road TR% Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1.08 19 555 402 0 3. Entry flow + circulating flow < 1400vph use single lane entry New Dundee Road 1.08 94 364 24 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry Cameron Road 1 17 569 146 0 3. Entry flow + circulating flow > 2200vph use three-lane entry New Dundee Road 1.08 527 673 12 0

NEW DUNDEE ROAD STRASBURG ROAD CAMERON ROAD NEW DUNDEE ROAD

N NEW DUNDEE ROAD NEW DUNDEE ROAD STRASBURG ROAD CAMERON ROAD

November 28, 2008 REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 The intent of this screening tool is to provide a relatively quick assessment of the feasibility of a modern roundabout at a particular intersection in comparison to other appropriate forms of traffic control or road improvements including auxiliary lanes, traffic control signals, four-way stop, etc. The intended outcome of this tool is to provide enough information to assist staff in deciding whether or not to proceed to an Intersection Control Study to further investigate in more detail the feasibility of a roundabout. 1) Project Name/File No.: 2) Intersection Location (Street/Road Names, distance from major intersection, etc.): 3) Brief Description of Intersection (Number of Legs, Lanes on each leg, total AADT, AADT on each road, etc. Attach or sketch diagram showing existing and horizon-year turning movements.): 4) What operational problems are being experienced at this location? DOCS #328872 Page 1 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 5) Is it a new intersection or is it a retrofit of an existing intersection? If existing, what is the existing traffic control? 6) Is the intersection in the vicinity of a railroad crossing or another intersection? If so, how close and what type of traffic control exists at the adjacent intersection(s)? Will queues be a problem? 7) Would the intersection be located within a coordinated signal system? 8) Would the intersection be located on a Preferred Corridor? 9) Is the intersection located within a corridor that is scheduled for improvements in the 10 Year Transportation Capital Program? What is the ultimate cross-section of the approach roads? DOCS #328872 Page 2 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 10) What is the collision history of the intersection over the past five years? Is there a collision problem that needs to be addressed? 11) Are persons with disabilities or horse and buggies frequent users of this intersection? 12) What traditional road improvements are proposed for this intersection? (eg. traffic signals, all-way stop, auxiliary lanes, etc.) Please attach a sketch of the traditional road improvements. A sample sketch is attached (DOCS #529440). 13) If traffic control signals are being considered, are the traffic signal warrants met for the horizon year? DOCS #328872 Page 3 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 14) What size of roundabout is being considered for this intersection? (eg. Single-lane, two-lane entry or three-lane entry?) Please attach a Traffic Flow Worksheet and lane configuration diagram. Please attach a sketch showing how a roundabout would fit into the right-of-way. A sample sketch is attached (DOCS #529433). 15) 20-Year Life Cycle Cost Estimate Injury Collision Cost (ICC): Discount Rate: (i): 20 YEAR LIFE-CYCLE COST COMPARISON Cost Item Other Traffic Control Implementation Cost $ $ Injury Collision Cost (Present Value) $ $ Total Life Cycle Cost X Y Notes: Implementation Cost = sum of costs for construction, property utility relocations, illumination, engineering (20%), contingency (20%) and maintenance (5%); Present Value of 20 Year Injury Collision Cost = expected annual collision frequency x ICC ((1 + i) 20-1) / i(1+i) 20 Monte Carlo Analysis may be required. If so, a range for the implementation cost (i.e. 10%, 50%, 90% probability) is required DOCS #328872 Page 4 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 Conclusions and Recommendation DOCS #328872 Page 5 of 5

Ontario Traffic Manual Book 12 Justification 7B - Projected Volumes Robert Ferrie Drive & Strasburg Road - 2016 Major Road: No. of lanes: 1 Lane 2 or more lanes 2 Minor Road: No. of lanes: 1 Lane 2 or more lanes 2 Main Northbound Approach Minor Eastbound Approach Main Southbound Approach Minor Westbound Approach Pedestrians Crossing LT TH RT LT TH RT LT TH RT LT TH RT Main Road AM Peak 483 60 39 454 149 125 PM Peak 588 167 129 681 93 68 Total 0 1,071 227 0 0 0 168 1,135 0 242 0 193 0 Justification 1. Minimum Vehicular Volume 2. Delay to cross traffic Description A. Vechicle volume, all approaches (average hour) B. Vehicle volume, along minor streets (average hour) A. Vehicle volume, major street (average hour) B. Combined vehicle and pedestrian volume crossing artery from minor streets Minimum Requirement Minimum Requirement Compliance 1 Lane Highways 2 or more lanes Sectional Free Flow Restr. Flow Free Flow Restr. Flow Numerical % 480 720 600 900 949 100% 120 170 120 170 389 100% 480 720 600 900 742 82% 50 75 120 170 76 44% Entire % 100% 63% RESULTS 1. Minimum Vehicular Volume Justification Compliance A Total Volume 100% B Crossing Volume 100% A Main Road 82% B Crossing Road 44% A Justificaton 1 100% B Justification 2 44% Signal Justified? 2. Delay to Cross Traffic NO 3. Combination NO YES

REGION OF WATERLOO ROUNDABOUT Project: Strasburg Road Extension Class EA Drawn By: A. Tam TRAFFIC Project No.: 331650 Sheet 1 of 2 FLOW SHEET Intersection: Robert Ferrie Drive / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 AM PEAK Strasburg Road 759 TR% 643 116 0 999 N 8 TR% 287 250 0 537 1,009 712 250 0 Blair Creek Drive 0 116 235 TR % TR% 893 0 712 119 8 831 Strasburg Road Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1.08 0 643 116 0 3. Entry flow + circulating flow < 1400vph use single lane entry 0 1 0 0 0 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry Strasburg Road 1.08 119 712 0 0 3. Entry flow + circulating flow > 2200vph use three-lane entry Blair Creek Drive 1 287 0 250 0

REGION OF WATERLOO ROUNDABOUT Project: Strasburg Road Extension Class EA Drawn By: A. Tam TRAFFIC Project No.: 331650 Sheet 2 of 2 FLOW SHEET Intersection: Robert Ferrie Drive / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 PM PEAK Strasburg Road 1,297 TR% 978 319 0 1,020 N 8 TR% 187 182 0 369 1,479 833 182 0 Blair Creek Drive 0 319 605 TR % TR% 1160 0 833 286 8 1119 Strasburg Road Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1.08 0 978 319 0 3. Entry flow + circulating flow < 1400vph use single lane entry 0 1 0 0 0 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry Strasburg Road 1.08 286 833 0 0 3. Entry flow + circulating flow > 2200vph use three-lane entry Blair Creek Drive 1 187 0 182 0

November 28, 2008 REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 The intent of this screening tool is to provide a relatively quick assessment of the feasibility of a modern roundabout at a particular intersection in comparison to other appropriate forms of traffic control or road improvements including auxiliary lanes, traffic control signals, four-way stop, etc. The intended outcome of this tool is to provide enough information to assist staff in deciding whether or not to proceed to an Intersection Control Study to further investigate in more detail the feasibility of a roundabout. 1) Project Name/File No.: 2) Intersection Location (Street/Road Names, distance from major intersection, etc.): 3) Brief Description of Intersection (Number of Legs, Lanes on each leg, total AADT, AADT on each road, etc. Attach or sketch diagram showing existing and horizon-year turning movements.): 4) What operational problems are being experienced at this location? DOCS #328872 Page 1 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 5) Is it a new intersection or is it a retrofit of an existing intersection? If existing, what is the existing traffic control? 6) Is the intersection in the vicinity of a railroad crossing or another intersection? If so, how close and what type of traffic control exists at the adjacent intersection(s)? Will queues be a problem? 7) Would the intersection be located within a coordinated signal system? 8) Would the intersection be located on a Preferred Corridor? 9) Is the intersection located within a corridor that is scheduled for improvements in the 10 Year Transportation Capital Program? What is the ultimate cross-section of the approach roads? DOCS #328872 Page 2 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 10) What is the collision history of the intersection over the past five years? Is there a collision problem that needs to be addressed? 11) Are persons with disabilities or horse and buggies frequent users of this intersection? 12) What traditional road improvements are proposed for this intersection? (eg. traffic signals, all-way stop, auxiliary lanes, etc.) Please attach a sketch of the traditional road improvements. A sample sketch is attached (DOCS #529440). 13) If traffic control signals are being considered, are the traffic signal warrants met for the horizon year? DOCS #328872 Page 3 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 14) What size of roundabout is being considered for this intersection? (eg. Single-lane, two-lane entry or three-lane entry?) Please attach a Traffic Flow Worksheet and lane configuration diagram. Please attach a sketch showing how a roundabout would fit into the right-of-way. A sample sketch is attached (DOCS #529433). 15) 20-Year Life Cycle Cost Estimate Injury Collision Cost (ICC): Discount Rate: (i): 20 YEAR LIFE-CYCLE COST COMPARISON Cost Item Other Traffic Control Implementation Cost $ $ Injury Collision Cost (Present Value) $ $ Total Life Cycle Cost X Y Notes: Implementation Cost = sum of costs for construction, property utility relocations, illumination, engineering (20%), contingency (20%) and maintenance (5%); Present Value of 20 Year Injury Collision Cost = expected annual collision frequency x ICC ((1 + i) 20-1) / i(1+i) 20 Monte Carlo Analysis may be required. If so, a range for the implementation cost (i.e. 10%, 50%, 90% probability) is required DOCS #328872 Page 4 of 5

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 Conclusions and Recommendation DOCS #328872 Page 5 of 5

Ontario Traffic Manual Book 12 Justification 7B - Projected Volumes Blair Creek Drive & Strasburg Road - 2016 Major Road: No. of lanes: 1 Lane 2 or more lanes 2 Minor Road: No. of lanes: 1 Lane 2 or more lanes 2 Main Northbound Approach Minor Eastbound Approach Main Southbound Approach Minor Westbound Approach Pedestrians Crossing LT TH RT LT TH RT LT TH RT LT TH RT Main Road AM Peak 418 28 39 564 73 125 PM Peak 686 76 129 646 50 68 Total 0 1,104 104 0 0 0 168 1,210 0 123 0 193 0 Justification 1. Minimum Vehicular Volume 2. Delay to cross traffic Description A. Vechicle volume, all approaches (average hour) B. Vehicle volume, along minor streets (average hour) A. Vehicle volume, major street (average hour) B. Combined vehicle and pedestrian volume crossing artery from minor streets Minimum Requirement Minimum Requirement Compliance 1 Lane Highways 2 or more lanes Sectional Free Flow Restr. Flow Free Flow Restr. Flow Numerical % 480 720 600 900 907 100% 120 170 120 170 276 100% 480 720 600 900 776 86% 50 75 120 170 38 23% Entire % 100% 54% RESULTS 1. Minimum Vehicular Volume Justification Compliance A Total Volume 100% B Crossing Volume 100% A Main Road 86% B Crossing Road 23% A Justificaton 1 100% B Justification 2 23% Signal Justified? 2. Delay to Cross Traffic NO 3. Combination NO YES

REGION OF WATERLOO ROUNDABOUT Project: Strasburg Road Extension Class EA Drawn By: A. Tam TRAFFIC Project No.: 331650 Sheet 1 of 2 FLOW SHEET Intersection: Blair Creek Drive / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 AM PEAK Strasburg Road 893 TR% 777 116 0 830 N 8 TR% 287 169 0 456 1,062 543 169 0 Blair Creek Drive 0 116 200 TR % TR% 946 0 543 84 8 627 Strasburg Road Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1.08 0 777 116 0 3. Entry flow + circulating flow < 1400vph use single lane entry 0 1 0 0 0 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry Strasburg Road 1.08 84 543 0 0 3. Entry flow + circulating flow > 2200vph use three-lane entry Blair Creek Drive 1 287 0 169 0

REGION OF WATERLOO ROUNDABOUT Project: Strasburg Road Extension Class EA Drawn By: A. Tam TRAFFIC Project No.: 331650 Sheet 2 of 2 FLOW SHEET Intersection: Blair Creek Drive / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 PM PEAK Strasburg Road 1,159 TR% 840 319 0 1,119 N 8 TR% 187 136 0 323 1,295 932 136 0 Blair Creek Drive 0 319 507 TR % TR% 976 0 932 188 8 1120 Strasburg Road Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1.08 0 840 319 0 3. Entry flow + circulating flow < 1400vph use single lane entry 0 1 0 0 0 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry Strasburg Road 1.08 188 932 0 0 3. Entry flow + circulating flow > 2200vph use three-lane entry Blair Creek Drive 1 187 0 136 0

May 23, 2012 REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 The intent of this screening tool is to provide a relatively quick assessment of the feasibility of a modern roundabout at a particular intersection in comparison to other appropriate forms of traffic control or road improvements including auxiliary lanes, traffic control signals, four-way stop, etc. The intended outcome of this tool is to provide enough information to assist staff in deciding whether or not to proceed to an Intersection Control Study to further investigate in more detail the feasibility of a roundabout. 1) Project Name/File No.: 2) Intersection Location (Street/Road Names, distance from major intersection, etc.): 3) Brief Description of Intersection (Number of Legs, Lanes on each leg, total AADT, AADT on each road, etc. Attach or sketch diagram showing existing and horizon-year turning movements.): 4) What operational problems are being experienced at this location? Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 5) Is it a new intersection or is it a retrofit of an existing intersection? If existing, what is the existing traffic control? 6) Is the intersection in the vicinity of a railroad crossing or another intersection? If so, how close and what type of traffic control exists at the adjacent intersection(s)? Will queues be a problem? 7) Would the intersection be located within a coordinated signal system? 8) Would the intersection be located on a Preferred Corridor? 9) Is the intersection located within a corridor that is scheduled for improvements in the 10 Year Transportation Capital Program? What is the ultimate cross-section of the approach roads? Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.6 10) What is the collision history of the intersection over the past five years? Is there a collision problem that needs to be addressed? 11) Are persons with disabilities or horse and buggies frequent users of this intersection? 12) What traditional road improvements are proposed for this intersection? (eg. traffic signals, all-way stop, auxiliary lanes, etc.) Please attach a sketch of the traditional road improvements. A sample sketch is attached (DOCS #529440). 13) If traffic control signals are being considered, are the traffic signal warrants met for the horizon year? Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 14) What size of roundabout is being considered for this intersection? (eg. Single-lane, two-lane entry or three-lane entry?) Please attach a Traffic Flow Worksheet and lane configuration diagram. Please attach a sketch showing how a roundabout would fit into the right-of-way. A sample sketch is attached (DOCS #529433). 15) 20-Year Life Cycle Cost Estimate 10-Year AADT: Injury Collision Cost (ICC): Discount Rate: (i): 20 YEAR LIFE-CYCLE COST COMPARISON Cost Item Other Traffic Control Implementation Cost $ $ Injury Collision Cost (Present Value) $ $ Total Life Cycle Cost X Y Notes: Implementation Cost = sum of costs for construction, property utility relocations, illumination, engineering (20%), contingency (20%) and maintenance (5%); Present Value of 20 Year Injury Collision Cost = expected annual collision frequency x ICC ((1 + i) 20-1) / i(1+i) 20 Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

Monte Carlo Analysis may be required. If so, a range for the implementation cost (i.e. 10%, 50%, 90% probability) is required REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 Conclusions and Recommendation Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

Ontario Traffic Manual Book 12 Justification 7B - Projected Volumes New Dundee Road & Strasburg Road - 2031 Major Road: No. of lanes: Justification Adjustment Factors 2 each direction "T" intersection factor: 1.5 Minor Road: No. of lanes: 2 each direction AHV factor: 1.5 Time Minor Northbound Approach Major Eastbound Approach Minor Southbound Approach Major Westbound Approach Pedestrians Crossing LT TH RT LT TH RT LT TH RT LT TH RT Major Road AM Peak hour 4 735 861 66 362 553 PM Peak hour 23 467 911 19 820 967 Total 0 0 0 27 1,202 0 1,772 0 85 0 1,182 1,520 0 Justification 1. Minimum Vehicular Volume 2. Delay to cross traffic Description A. Vehicle volume, all approaches (average hour) B. Vehicle volume, along minor streets (average hour) A. Vehicle volume, major street (average hour) B. Combined vehicle and pedestrian volume crossing artery from minor streets Adjusted Justification 7 Values Minimum Requirement Minimum Requirement Compliance 1 Lane Highways 2 or more lanes Sectional Free Flow Restr. Flow Free Flow Restr. Flow Numerical % 720 1080 900 1350 1809 100% 270 382.5 270 382.5 580 100% 720 1080 900 1350 1228 91% 75 112.5 180 255 554 100% (Per OTM Book 12 March 2012: note that for "T" intersections, the values for 1B are increased by 50%) (Per OTM Book 12 March 2012: note that for using AHV estimates, Justification 7 values are increased by 50% for a future roadway) Entire % 100% 91% 1. Minimum Vehicular Volume Justification RESULTS Compliance A Total Volume 100% B Crossing Volume 100% A Main Road 91% B Crossing Road 100% A Justification 1 100% B Justification 2 91% Signal Justified? 2. Delay to Cross Traffic NO 3. Combination YES YES

REGION OF WATERLOO ROUNDABOUT Project: PROJECT NAME Drawn By: C. Tse TRAFFIC Project No.: Sheet 1 of 2 FLOW SHEET Intersection: New Dundee / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 AM PEAK E + C = 1289 Strasburg Road 927 TR% 66 861 0 557 N TR% New Dundee Road E + C = 1600 553 362 428 362 915 0 0 861 4 New Dundee Road 739 735 1600 1596 4 E + C = 919 TR % 0 0 E + C = 1600 TR% Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1 66 0 861 0 3. Entry flow + circulating flow < 1400vph use single lane entry New Dundee Road 1 0 735 4 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry 0 1 0 0 0 0 3. Entry flow + circulating flow > 2200vph use three-lane entry New Dundee Road 1 553 362 0 0 DOCS # 517750 ROUNDABOUT TRAFFIC FLOW WORKSHEET

REGION OF WATERLOO ROUNDABOUT Project: PROJECT NAME Drawn By: C. Tse TRAFFIC Project No.: Sheet 2 of 2 FLOW SHEET Intersection: New Dundee / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 PM PEAK E + C = 1750 Strasburg Road 930 TR% 19 911 0 990 N TR% New Dundee Road E + C = 1401 967 820 839 820 1787 0 0 911 23 New Dundee Road 490 467 1401 1378 23 E + C = 1810 TR % 0 0 E + C = 1401 TR% Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1 19 0 911 0 3. Entry flow + circulating flow < 1400vph use single lane entry New Dundee Road 1 0 467 23 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry 0 1 0 0 0 0 3. Entry flow + circulating flow > 2200vph use three-lane entry New Dundee Road 1 967 820 0 0 DOCS # 517750 ROUNDABOUT TRAFFIC FLOW WORKSHEET

Detailed Output about:blank Page 1 of 11 2013/06/07 DETAILED OUTPUT New Dundee Road and Strasburg Road New Dundee Road -N-Strasburg Road - Weekday AM 2031 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 38 11 60 30 30 2 2 4.00 4 8.0 4 0 N 0.999 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 38 11 60 30 30 2 2 4.00 362 8.0 391 0 N 0.995 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 38 11 60 30 30 2 2 4.00 861 8.0 930 0 N 0.857 ---------------- HV Method for Gap Acceptance: Include HV Effect for all percentages

Detailed Output about:blank Page 2 of 11 2013/06/07 Capacity Model: SIDRA Standard Gap Acceptance Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 4 27.9 6448.7 2.00 0.005 4.51 34.9 2.69 Right 2 Dominant 4 27.9 6448.7 2.00 0.005 3.84 29.7 2.29 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 391 42.7 109.2 2.00 0.379 4.31 51.2 2.79 2 Dominant 391 42.7 109.2 2.00 0.379 4.20 49.8 2.71 Right 2 Dominant 391 42.7 109.2 2.00 0.379 4.21 49.9 2.72 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 930 27.9 30.0 1.05 0.449 3.83 29.6 2.71 Thru 1 Subdominant 930 27.9 30.0 1.05 0.449 3.83 29.6 2.71 2 Dominant 930 27.9 30.0 1.05 0.449 3.54 27.4 2.51 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 6T T 362 8.0 4 8.0 4 1332 0.85 213 77 0.272 6R R 553 8.0 4 8.0 4 1566 0.85 141 100 0.353 ----------- 7L L 861 8.0 362 8.0 391 1745 0.85 72 100 0.494 4R R 66 8.0 362 8.0 391 134 0.85 72 100 0.494 ----------- 5L L 4 8.0 861 8.0 930 7 0.85 49 100 0.570* 2T T 735 8.0 861 8.0 930 1290 0.85 49 100 0.570* ----------- * Maximum degree of saturation Movement Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031

Detailed Output about:blank Page 3 of 11 2013/06/07 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 6T T 0.51 0.61 5.1 0.38 138.9 5.45 228.8 4.5 50.9 6R R 0.82 0.98 5.3 0.47 258.6 8.53 345.8 7.0 49.1 ------------------- 7L L 2.39 2.87 10.0 0.81 699.4 17.69 594.0 14.5 41.0 4R R 0.18 0.22 9.9 0.70 46.2 1.24 41.3 0.9 44.1 ------------------- 5L L 0.02 0.02 16.2 1.08 4.3 0.10 2.8 0.1 38.3 2T T 3.16 3.79 15.5 0.93 685.8 16.89 464.5 11.3 41.3 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 6T T 79.56 27.8 69.8 4.67 0.100 0.163 6R R 127.18 45.4 113.9 8.51 0.170 0.279 206.74 73.2 183.7 13.18 0.269 0.442 7L L 251.60 86.2 216.2 17.64 0.343 0.537 4R R 16.72 6.0 15.0 1.23 0.023 0.038 268.32 92.2 231.2 18.87 0.366 0.575 5L L 1.25 0.4 1.0 0.08 0.002 0.003 2T T 198.38 68.7 172.3 13.84 0.268 0.435 199.63 69.1 173.3 13.92 0.270 0.437 INTERSECTION: 674.69 234.5 588.2 45.98 0.905 1.455 Fuel Consumption, Emissions and Cost (Rate) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 6T T 0.35 12.2 305.0 20.40 0.436 0.712 6R R 0.37 13.1 329.4 24.62 0.491 0.806 0.36 12.7 319.6 22.94 0.469 0.769 7L L 0.42 14.5 364.0 29.70 0.577 0.904 4R R 0.41 14.5 362.9 29.82 0.567 0.924

Detailed Output about:blank Page 4 of 11 2013/06/07 0.42 14.5 364.0 29.71 0.576 0.906 5L L 0.45 15.0 377.3 29.92 0.597 0.928 2T T 0.43 14.8 370.9 29.79 0.577 0.936 0.43 14.8 371.0 29.79 0.577 0.936 INTERSECTION: 0.40 14.0 350.7 27.41 0.540 0.867 Intersection Negotiation Data Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- North Right 45.4 35.8 23.2 500 133 No West Thru 72.4 42.7 56.9 500 140 No --------------- East Left 23.4 27.9 91.9 500 196 No West Right 45.4 35.8 23.2 500 143 No --------------- East Thru 72.4 42.7 56.9 500 140 No North Left 23.4 27.9 91.9 500 172 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 6T T 65.0 42.7 42.7 65.0 56.9 50.9 4.8 6R R 65.0 35.8 35.8 65.0 55.2 49.1 6.1 -------------- 7L L 65.0 27.9 27.9 65.0 24.0 46.2 41.0 12.6 4R R 65.0 35.8 35.8 65.0 24.1 49.9 44.1 6.1 -------------- 5L L 65.0 27.9 27.9 65.0 17.1 48.1 38.3 12.6 2T T 65.0 42.7 42.7 65.0 17.4 49.1 41.3 4.8 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes

Detailed Output about:blank Page 5 of 11 2013/06/07 Lane Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 362 1332 0.272 5.1 0.38 1.6 13.1 500.0 2 R 553 1566 0.353 5.3 0.47 2.4 19.4 500.0 1 L 456 923 0.494 10.1 0.81 3.0 24.7 500.0 2 LR 471 955 0.494 9.9 0.80 3.0 24.7 500.0 1 LT 348 611 0.570 16.2 0.94 3.4 27.6 500.0 2 T 391 686 0.570 14.8 0.93 3.5 28.5 500.0 Lane Flow and Capacity Information Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 362 0 362 150 1332 0.272 77P 2 R 0 0 553 553 150 1566 0.353 100 ----- 1 L 456 0 0 456 150 923 0.494 100 2 LR 405 0 66 471 150 955 0.494 100 ----- 1 LT 4 344 0 348 150 611 0.570 100 2 T 0 391 0 391 150 686 0.570 100 ----- P Lane under-utilisation found by the "Program". This includes cases where the value of lane under-utilisation due to downstream effects has been modified by the program during lane flow calculations (e.g. a de facto exclusive lane has been found). The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ 1 T 362 362 8 0.272 5.1 13 500 2 R 553 553 8 0.353 5.3 19 500 ---- 0 362 553 915 8 0.353 5.2 19

Detailed Output about:blank Page 6 of 11 2013/06/07 ------------ 1 L 456 456 8 0.494 10.1 25 500 2 LR 405 66 471 8 0.494 9.9 25 500 ---- 861 0 66 927 8 0.494 10.0 25 ------------ 1 LT 4 344 348 8 0.570 16.2 28 500 2 T 391 391 8 0.570 14.8 29 500 ---- 4 735 0 739 8 0.570 15.5 29 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 2581 8 0.570 9.9 29 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 42.7 1339 2.69 31.91 8.11 2.01 2 R 35.8 1573 2.29 22.76 8.11 1.47 --------- 1 L 27.9 1291 2.79 21.57 8.11 1.74 2 LR 29.0 1326 2.71 21.85 8.11 1.71 --------- 1 LT 42.5 1330 2.71 31.99 8.11 2.02 2 T 42.7 1436 2.51 29.75 8.11 1.82 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.272 4.1 1.0 5.1 0.0 4.7 0.0 4.7 4.8 5.1 2 R 0.353 4.1 1.2 5.3 0.0 5.0 0.0 5.0 6.1 5.3 -------- 1 L 0.494 6.4 3.7 10.1 0.0 7.0 0.2 6.8 12.6 10.1 2 LR 0.494 6.2 3.6 9.9 0.0 6.8 0.2 6.7 11.7 9.9 -------- 1 LT 0.570 8.7 7.5 16.2 0.0 10.9 1.3 9.6 4.9 16.2 2 T 0.570 8.1 6.7 14.8 0.0 9.4 1.2 8.2 4.8 14.8 -------- HCM Delay Formula option used:

Detailed Output about:blank Page 7 of 11 2013/06/07 (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.272 0.0 0.6 0.0 0.6 1.6 0.03 0.0 100.0 0.5 0.9 2 R 0.353 0.0 1.0 0.0 1.0 2.4 0.04 0.0 100.0 0.8 1.5 ---------------------- 1 L 0.494 0.0 1.2 0.1 1.2 3.0 0.05 0.0 100.0 1.3 2.3 2 LR 0.494 0.0 1.2 0.1 1.2 3.0 0.05 0.0 100.0 1.3 2.3 ---------------------- 1 LT 0.570 0.2 1.2 0.2 1.4 3.4 0.06 0.0 100.0 1.6 2.8 2 T 0.570 0.2 1.2 0.2 1.4 3.5 0.06 0.0 100.0 1.6 2.9 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.272 0.0 5.3 0.0 5.3 13.1 0.03 0.0 100.0 4.1 7.5 2 R 0.353 0.0 7.8 0.0 7.8 19.4 0.04 0.0 100.0 6.6 12.0 ---------------------- 1 L 0.494 0.4 9.4 0.5 9.9 24.7 0.05 0.0 100.0 10.4 18.8 2 LR 0.494 0.3 9.5 0.4 9.9 24.7 0.05 0.0 100.0 10.5 19.0 ---------------------- 1 LT 0.570 1.7 9.4 1.7 11.1 27.6 0.06 0.0 100.0 12.7 23.1 2 T 0.570 1.7 9.7 1.7 11.5 28.5 0.06 0.0 100.0 13.0 23.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles)

Detailed Output about:blank Page 8 of 11 2013/06/07 Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.272 0.6 0.8 1.2 1.4 1.6 1.8 2 R 0.353 1.0 1.2 1.8 2.0 2.4 2.7 -------- 1 L 0.494 1.2 1.6 2.2 2.6 3.0 3.4 2 LR 0.494 1.2 1.6 2.2 2.6 3.0 3.4 -------- 1 LT 0.570 1.4 1.8 2.5 2.9 3.4 3.8 2 T 0.570 1.4 1.8 2.6 3.0 3.5 3.9 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.272 5.3 6.8 9.6 11.1 13.1 14.5 2 R 0.353 7.8 10.1 14.2 16.5 19.4 21.5 -------- 1 L 0.494 9.9 12.9 18.1 21.0 24.7 27.4 2 LR 0.494 9.9 12.9 18.1 21.0 24.7 27.4 -------- 1 LT 0.570 11.1 14.4 20.3 23.5 27.6 30.6 2 T 0.570 11.5 14.9 21.0 24.3 28.5 31.7 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.272 0.01 0.00 0.38 0.38 138.9 0.00 0.0 0.05 2 R 0.353 0.01 0.00 0.46 0.47 258.6 0.00 0.0 0.05 -------- 1 L 0.494 0.52 0.01 0.28 0.81 370.0 0.03 12.8 0.60 2 LR 0.494 0.51 0.01 0.28 0.80 375.6 0.02 11.0 0.60 --------

Detailed Output about:blank Page 9 of 11 2013/06/07 1 LT 0.570 0.78 0.07 0.09 0.94 326.1 0.21 73.6 0.78 2 T 0.570 0.78 0.07 0.09 0.93 364.0 0.20 76.9 0.78 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- North 6R Right 509 44 1.00 1.00 1.00 West 6T Thru 333 29 1.00 1.00 1.00 --------- East 7L Left 792 69 1.00 1.00 1.00 West 4R Right 61 5 1.00 1.00 1.00 --------- East 2T Thru 676 59 1.00 1.00 1.00 North 5L Left 4 0 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 6T T 0 0 333 29 0 0 6R R 0 0 0 0 509 44 7L L 792 69 0 0 0 0 4R R 0 0 0 0 61 5 5L L 4 0 0 0 0 0 2T T 0 0 676 59 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031

Detailed Output about:blank Page 10 of 11 2013/06/07 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 6T T 0 0.0 362 8.0 0 0.0 6R R 0 0.0 0 0.0 553 8.0 --- 7L L 861 8.0 0 0.0 0 0.0 4R R 0 0.0 0 0.0 66 8.0 --- 5L L 4 8.0 0 0.0 0 0.0 2T T 0 0.0 735 8.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:New Dundee Road -N-Strasburg Road - Weekday AM 2031 Processed: June 7, 2013 8:22:39 AM SIDRA INTERSECTION 5.1.13.2093 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: C:\Users\knigc2\Desktop\Strasburg\SIDRA Files\W1\New Dundee Road and Strasburg

Detailed Output about:blank Page 11 of 11 2013/06/07 Road_2031_W1.sip 8000904, SNC-LAVALIN INC, SINGLE

Detailed Output about:blank Page 1 of 11 2013/06/07 DETAILED OUTPUT New Dundee Road and Strasburg Road New Dundee Road -N-Strasburg Road - Weekday PM 2031 OUTPUT TABLE LINKS s Basic Parameters Gap Acceptance Parameters Movements Movement Capacity Parameters Movement Performance Fuel Consumption, Emissions and Cost (Total) Fuel Consumption, Emissions and Cost (Rate) Intersection Negotiation Data Movement Speeds and Geometric Delay Lanes Lane Performance Lane Flow and Capacity Information Lane, Approach and Intersection Performance Driver Characteristics Lane Delays Lane Queues (Vehicles) Lane Queues (Distance) Lane Queue Percentiles (Vehicles) Lane Queue Percentiles (Distance) Lane Stops Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Flow Rates (Separate Light and Heavy Vehicles) Flow Rates (Total Vehicles and Percent Heavy) Other Model Settings Parameters Used in Cost Calculations Diagnostics s Basic Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ---------------- Circulating/Exiting Stream Cent Circ Insc Ent Ent Cir Ent Av.Ent ------------------------------------ Island Width Diam. Rad Ang Lan Lan Lane Flow %HV Adjust. %Exit Cap. O-D Diam Width Flow Incl. Constr. Factor m m m m deg m veh/h pcu/h Effect ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 38 11 60 30 30 2 2 4.00 23 8.0 25 0 N 0.994 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 38 11 60 30 30 2 2 4.00 820 8.0 886 0 N 0.925 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium 38 11 60 30 30 2 2 4.00 911 8.0 984 0 N 0.749 ---------------- HV Method for Gap Acceptance: Include HV Effect for all percentages

Detailed Output about:blank Page 2 of 11 2013/06/07 Capacity Model: SIDRA Standard Gap Acceptance Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ---------------- Turn Lane Lane ---- Circulating/Exiting Stream --- Critical Gap No. Type Flow Aver Aver In-Bnch Prop ------------ Foll-up Rate Speed Dist Headway Bunched Hdwy Dist Headway pcu/h km/h m sec sec m sec ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Thru 1 Subdominant 25 27.9 1121.5 2.00 0.030 4.43 34.3 2.65 Right 2 Dominant 25 27.9 1121.5 2.00 0.030 3.97 30.7 2.37 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 886 42.7 48.2 2.00 0.681 3.86 45.7 2.71 2 Dominant 886 42.7 48.2 2.00 0.681 3.59 42.6 2.53 Right 2 Dominant 886 42.7 48.2 2.00 0.681 3.59 42.6 2.53 ---------------- Environment Factor: 1.20 Entry/Circulating Flow Adjustment: Medium Left 1 Subdominant 984 27.9 28.3 1.02 0.461 3.79 29.3 2.70 Thru 1 Subdominant 984 27.9 28.3 1.02 0.461 3.79 29.3 2.70 2 Dominant 984 27.9 28.3 1.02 0.461 3.49 27.0 2.49 ---------------- Capacity Model: SIDRA Standard Priority sharing is implied for some movements (Follow-up Headway plus Intra-bunch Headway is larger than the Critical Gap). The O-D Factor ( Basic Parameters table) allows for priority sharing and priority emphasis. Dist (Distance): Spacing, i.e. distance between the front ends of two successive vehicles across all lanes in the circulating or exiting stream Movements Movement Capacity Parameters Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ----------- Mov Opposing Movement Total Prac. Prac. Lane Deg. ID Demand Adjust. Cap. Deg. Spare Util Satn Flow HV Flow HV Flow Satn Cap. veh/h % veh/h % pcu/h veh/h xp % % x ----------- 6T T 820 8.0 23 8.0 25 1321 0.85 37 95 0.621 6R R 967 8.0 23 8.0 25 1479 0.85 30 100 0.654 ----------- 7L L 911 8.0 820 8.0 886 1168 0.85 9 100 0.780* 4R R 19 8.0 820 8.0 886 24 0.85 9 100 0.780* ----------- 5L L 23 8.0 911 8.0 984 52 0.85 93 100 0.440 2T T 467 8.0 911 8.0 984 1062 0.85 93 100 0.440 ----------- * Maximum degree of saturation Movement Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031

Detailed Output about:blank Page 3 of 11 2013/06/07 ------------------- Mov Total Total Aver. Eff. Total Perf. Tot.Trav. Tot.Trav. Aver. ID Delay Delay Delay Stop Stops Index Distance Time Speed (veh-h/h)(pers-h/h)(sec) Rate (veh-km/h)(veh-h/h) (km/h) ------------------- 6T T 2.32 2.78 10.2 0.38 311.5 14.57 518.2 11.3 45.7 6R R 2.73 3.28 10.2 0.45 430.4 17.34 604.7 13.6 44.4 ------------------- 7L L 7.09 8.51 28.0 1.28 1167.0 30.80 628.5 19.9 31.6 4R R 0.14 0.17 27.0 1.28 24.3 0.61 11.9 0.4 32.8 ------------------- 5L L 0.09 0.11 14.4 1.03 23.7 0.56 15.9 0.4 39.3 2T T 1.76 2.12 13.6 0.90 420.1 10.47 295.1 6.9 42.7 ------------------- Fuel Consumption, Emissions and Cost (Total) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Mov Cost Fuel CO2 CO HC NOX ID Total Total Total Total Total Total $/h L/h kg/h kg/h kg/h kg/h 6T T 196.57 67.1 168.3 11.77 0.248 0.398 6R R 239.70 83.3 208.8 15.88 0.318 0.512 436.27 150.4 377.2 27.65 0.566 0.911 7L L 324.56 102.2 256.4 21.02 0.423 0.626 4R R 6.03 2.0 5.0 0.42 0.008 0.013 330.60 104.2 261.4 21.45 0.432 0.638 5L L 7.07 2.4 5.9 0.47 0.009 0.015 2T T 123.14 43.2 108.4 8.74 0.168 0.275 130.21 45.6 114.3 9.21 0.177 0.290 INTERSECTION: 897.07 300.2 752.9 58.31 1.175 1.838 Fuel Consumption, Emissions and Cost (Rate) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Mov Cost Fuel CO2 CO HC NOX ID Rate Rate Rate Rate Rate Rate $/km L/100km g/km g/km g/km g/km 6T T 0.38 13.0 324.8 22.71 0.479 0.768 6R R 0.40 13.8 345.4 26.27 0.526 0.847 0.39 13.4 335.9 24.63 0.504 0.811 7L L 0.52 16.3 408.0 33.45 0.674 0.995 4R R 0.51 16.7 418.3 35.68 0.692 1.059

Detailed Output about:blank Page 4 of 11 2013/06/07 0.52 16.3 408.2 33.49 0.674 0.997 5L L 0.45 14.9 373.7 29.74 0.589 0.923 2T T 0.42 14.6 367.2 29.62 0.569 0.932 0.42 14.7 367.6 29.63 0.570 0.931 INTERSECTION: 0.43 14.5 363.0 28.11 0.566 0.886 Intersection Negotiation Data Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 --------------- Negn Negn Negn Appr. Downstream Distance From To Radius Speed Dist. Dist. -------------------- Approach Approach Turn m km/h m m m User Spec? --------------- North Right 45.4 35.8 23.2 500 133 No West Thru 72.4 42.7 56.9 500 140 No --------------- East Left 23.4 27.9 91.9 500 197 No West Right 45.4 35.8 23.2 500 144 No --------------- East Thru 72.4 42.7 56.9 500 140 No North Left 23.4 27.9 91.9 500 175 No --------------- Maximum Negotiation (Design) Speed = 50.0 km/h Downstream distance is distance travelled from the stopline until exit cruise speed is reached (includes negotiation distance). Acceleration distance is weighted for light and heavy vehicles. The same distance applies for both stopped and unstopped vehicles. Movement Speeds and Geometric Delay Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------------- Queue Move-up App. Speeds Exit Speeds ------------- Av. Section Spd Geom Mov ------------ ----------- 1st 2nd --------------- Delay ID Cruise Negn Negn Cruise Grn Grn Running Overall sec -------------- 6T T 65.0 42.7 42.7 65.0 55.1 45.7 4.8 6R R 65.0 35.8 35.8 65.0 53.7 44.4 6.1 -------------- 7L L 65.0 27.9 27.9 65.0 19.1 40.9 31.6 12.6 4R R 65.0 35.8 35.8 65.0 19.3 42.4 32.8 6.1 -------------- 5L L 65.0 27.9 27.9 65.0 16.8 48.5 39.3 12.6 2T T 65.0 42.7 42.7 65.0 17.1 49.7 42.7 4.8 -------------- "Running Speed" is the average speed excluding stopped periods. HCM Delay Formula option used: Geometric Delay is not included in Control Delay. Lanes

Detailed Output about:blank Page 5 of 11 2013/06/07 Lane Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Q u e u e Flow Cap Deg. Aver. Eff. 95% Back Lane Lane Satn Delay Stop ------------ Length No. veh/h veh/h x sec Rate veh m m 1 T 820 1321 0.621 10.2 0.38 6.3 51.3 500.0 2 R 967 1479 0.654 10.2 0.45 7.2 58.7 500.0 1 L 442 567 0.780 29.1 1.28 9.3 75.5 500.0 2 LR 488 626 0.780 27.0 1.28 9.9 79.9 500.0 1 LT 230 522 0.440 14.4 0.91 2.3 19.0 500.0 2 T 260 592 0.440 13.0 0.90 2.4 19.7 500.0 Lane Flow and Capacity Information Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ----- Lane Dem Flow (veh/h) Min Tot Deg. Lane No. ------------------- Cap Cap Satn Util Lef Thru Rig Tot veh/h veh/h x % ----- 1 T 0 820 0 820 150 1321 0.621 95P 2 R 0 0 967 967 150 1479 0.654 100 ----- 1 L 442 0 0 442 150 567 0.780 100 2 LR 469 0 19 488 150 626 0.780 100 ----- 1 LT 23 207 0 230 150 522 0.440 100 2 T 0 260 0 260 150 592 0.440 100 ----- P Lane under-utilisation found by the "Program". This includes cases where the value of lane under-utilisation due to downstream effects has been modified by the program during lane flow calculations (e.g. a de facto exclusive lane has been found). The capacity value for priority and continuous movements is obtained by adjusting the basic saturation flow for heavy vehicle and turning vehicle effects. Saturation flow scale applies if specified. Lane, Approach and Intersection Performance Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ------------ Lane Demand Flow (veh/h) Adj. Eff Grn Deg Aver. Longest Shrt No. -------------------- %HV Basic (sec) Sat Delay Queue Lane L T R Tot Satf. 1st 2nd x sec m m ------------ 1 T 820 820 8 0.621 10.2 51 500 2 R 967 967 8 0.654 10.2 59 500 ---- 0 820 967 1787 8 0.654 10.2 59

Detailed Output about:blank Page 6 of 11 2013/06/07 ------------ 1 L 442 442 8 0.780 29.1 76 500 2 LR 469 19 488 8 0.780 27.0 80 500 ---- 911 0 19 930 8 0.780 28.0 80 ------------ 1 LT 23 207 230 8 0.440 14.4 19 500 2 T 260 260 8 0.440 13.0 20 500 ---- 23 467 0 490 8 0.440 13.6 20 ========================================================================== ALL VEHICLES Total % Max Aver. Max Flow HV X Delay Queue 3207 8 0.780 15.9 80 ========================================================================== Peak flow period = 15 minutes. Queue values in this table are 95% queue (metres) Note: Basic Saturation Flows are not adjusted at roundabouts or signcontrolled intersections and apply only to continuous lanes. Driver Characteristics Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 --------- Average Driver Lane Satn Satn Satn Satn Queue Response No. Speed Flow Hdwy Spacing Space Time km/h veh/h sec m m sec --------- 1 T 42.7 1358 2.65 31.46 8.11 1.97 2 R 35.8 1516 2.37 23.61 8.11 1.56 --------- 1 L 27.9 1328 2.71 20.98 8.11 1.66 2 LR 28.2 1425 2.53 19.76 8.11 1.49 --------- 1 LT 41.2 1334 2.70 30.90 8.11 1.99 2 T 42.7 1448 2.49 29.49 8.11 1.80 --------- Saturation Flow and Saturation Headway are derived from follow-up headway. Lane Delays Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------- -------------- Delay (seconds/veh) ---------------- Deg. Stop-line Delay Acc. Queuing Stopd Lane Satn 1st 2nd Total Dec. Total MvUp (Idle) Geom Control No. x d1 d2 dsl dn dq dqm di dig dic -------- 1 T 0.621 5.8 4.3 10.2 0.0 8.5 0.0 8.5 4.8 10.2 2 R 0.654 5.7 4.5 10.2 0.0 8.7 0.0 8.7 6.1 10.2 -------- 1 L 0.780 10.3 18.9 29.1 0.0 24.1 5.2 18.9 12.6 29.1 2 LR 0.780 9.6 17.3 27.0 0.0 21.9 5.2 16.7 12.4 27.0 -------- 1 LT 0.440 9.1 5.3 14.4 0.0 9.3 0.6 8.7 5.6 14.4 2 T 0.440 8.3 4.7 13.0 0.0 7.5 0.6 6.9 4.8 13.0 -------- HCM Delay Formula option used:

Detailed Output about:blank Page 7 of 11 2013/06/07 (i) Control Delay does not include Geometric Delay, (ii) Stop-line Delay is treated as being same as Control Delay. dsl: Stop-line delay (=d1+d2) dn: Average stop-start delay for all vehicles queued and unqueued dq: Queuing delay (the part of the stop-line delay that includes stopped delay and queue move-up delay) dqm: Queue move-up delay di: Stopped delay (stopped (idling) time at near-zero speed) dig: Geometric delay dic: Intersection control delay (sum of stop-line and geometric delays) Lane Queues (Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ---------------------- Deg. Ovrfl. Back of Queue (veh) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.621 0.0 2.5 0.0 2.5 6.3 0.10 0.0 100.0 2.3 4.2 2 R 0.654 0.0 2.9 0.0 2.9 7.2 0.12 0.0 100.0 2.7 5.0 ---------------------- 1 L 0.780 1.3 2.2 1.5 3.7 9.3 0.15 0.0 100.0 3.6 6.5 2 LR 0.780 1.4 2.3 1.6 4.0 9.9 0.16 0.0 100.0 3.7 6.6 ---------------------- 1 LT 0.440 0.1 0.9 0.1 0.9 2.3 0.04 0.0 100.0 0.9 1.7 2 T 0.440 0.1 0.9 0.1 1.0 2.4 0.04 0.0 100.0 0.9 1.7 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queues (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 ---------------------- Deg. Ovrfl. Back of Queue (m) Queue Prob. P'ile Cyc-Av. Queue Lane Satn Queue --------------------------- Stor. Block Block ------------- No. x No Nb1 Nb2 Nb 95% Ratio % % Nc 95% ---------------------- 1 T 0.621 0.0 20.7 0.0 20.7 51.3 0.10 0.0 100.0 18.8 34.1 2 R 0.654 0.0 23.6 0.0 23.6 58.7 0.12 0.0 100.0 22.2 40.2 ---------------------- 1 L 0.780 10.6 18.0 12.4 30.4 75.5 0.15 0.0 100.0 29.0 52.6 2 LR 0.780 11.1 18.8 13.3 32.2 79.9 0.16 0.0 100.0 29.7 53.8 ---------------------- 1 LT 0.440 0.6 7.1 0.5 7.6 19.0 0.04 0.0 100.0 7.4 13.5 2 T 0.440 0.6 7.4 0.5 7.9 19.7 0.04 0.0 100.0 7.6 13.8 ---------------------- HCM Delay Formula option used: Cycle-Average Queue is calculated using average delay from the HCM equation. (i.e. HCM delays are treated as stop-line delays for this purpose). SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Vehicles)

Detailed Output about:blank Page 8 of 11 2013/06/07 Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------- Deg. Percentile Back of Queue (veh) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.621 2.5 3.3 4.6 5.4 6.3 7.0 2 R 0.654 2.9 3.8 5.3 6.2 7.2 8.0 -------- 1 L 0.780 3.7 4.8 6.8 7.9 9.3 10.3 2 LR 0.780 4.0 5.1 7.2 8.4 9.9 10.9 -------- 1 LT 0.440 0.9 1.2 1.7 2.0 2.3 2.6 2 T 0.440 1.0 1.3 1.8 2.1 2.4 2.7 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Queue Percentiles (Distance) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------- Deg. Percentile Back of Queue (metres) Lane Satn ---------------------------------------- No. x 50% 70% 85% 90% 95% 98% -------- 1 T 0.621 20.7 26.7 37.7 43.7 51.3 57.0 2 R 0.654 23.6 30.6 43.1 49.9 58.7 65.1 -------- 1 L 0.780 30.4 39.3 55.4 64.2 75.5 83.8 2 LR 0.780 32.2 41.6 58.7 68.0 79.9 88.7 -------- 1 LT 0.440 7.6 9.9 13.9 16.2 19.0 21.1 2 T 0.440 7.9 10.3 14.5 16.8 19.7 21.9 -------- SIDRA Standard models are used for Back of Queue estimation since HCM only gives Cycle-Average Queues for unsignalised intersections. Lane Stops Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 -------- Queue Total Deg. -- Effective Stop Rate -- Total Move-up Queue Prop. Lane Satn Geom. Overall Stops Rate Move-ups Queued No. x he1 he2 hig h H hqm Hqm pq -------- 1 T 0.621 0.08 0.00 0.30 0.38 311.5 0.00 0.0 0.23 2 R 0.654 0.07 0.00 0.37 0.45 430.4 0.00 0.0 0.23 -------- 1 L 0.780 0.97 0.29 0.02 1.28 564.2 0.80 351.8 0.97 2 LR 0.780 0.98 0.29 0.02 1.28 627.1 0.79 385.3 0.98 --------

Detailed Output about:blank Page 9 of 11 2013/06/07 1 LT 0.440 0.78 0.03 0.10 0.91 209.5 0.10 23.6 0.78 2 T 0.440 0.78 0.03 0.09 0.90 234.3 0.09 23.9 0.78 -------- hig is the average value for all movements in a shared lane hqm is average queue move-up rate for all vehicles queued and unqueued Flow Rates and Demand Analysis Movement Definitions and Flow Rates (O-D) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 --------- From To Mov Flow Rate Flow Scale Peak Flow Approach Approach ID Turn LV HV Fixed Var Factor --------- North 6R Right 890 77 1.00 1.00 1.00 West 6T Thru 754 66 1.00 1.00 1.00 --------- East 7L Left 838 73 1.00 1.00 1.00 West 4R Right 17 2 1.00 1.00 1.00 --------- East 2T Thru 430 37 1.00 1.00 1.00 North 5L Left 21 2 1.00 1.00 1.00 --------- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Separate Light and Heavy Vehicles) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Mov Left Through Right ID --------- --------- --------- LV HV LV HV LV HV Demand flows in veh/h as used by the program 6T T 0 0 754 66 0 0 6R R 0 0 0 0 890 77 7L L 838 73 0 0 0 0 4R R 0 0 0 0 17 2 5L L 21 2 0 0 0 0 2T T 0 0 430 37 0 0 Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Flow Rates (Total Vehicles and Percent Heavy) Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031

Detailed Output about:blank Page 10 of 11 2013/06/07 --- Mov Left Through Right ID ---------- ---------- ---------- Total %HV Total %HV Total %HV --- Demand flows in veh/h as used by the program 6T T 0 0.0 820 8.0 0 0.0 6R R 0 0.0 0 0.0 967 8.0 --- 7L L 911 8.0 0 0.0 0 0.0 4R R 0 0.0 0 0.0 19 8.0 --- 5L L 23 8.0 0 0.0 0 0.0 2T T 0 0.0 467 8.0 0 0.0 --- Unit Time for Volumes = 60 minutes Peak Flow Period = 15 minutes Flow Rates include effects of Flow Scale and Peak Flow Factor Other Model Settings Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 * Basic Parameters: Intersection Type: Driving on the right-hand side of the road Input data specified in Metric units Model Defaults: US HCM (Metric) Peak Flow Period (for performance): 15 minutes Unit time (for volumes): 60 minutes. HCM Delay Model option used HCM Queue Model option used Level of Service based on: Delay (HCM 2000) Queue percentile: 95% Parameters Used in Cost Calculations Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Pump price of fuel ($/L) = 0.650 Fuel resource cost factor = 0.70 Ratio of running cost to fuel cost = 3.0 Average income ($/h) = 19.00 Time value factor = 0.40 Light vehicle mass (1000 kg) = 1.4 Heavy vehicle mass (1000 kg) = 11.0 Light vehicle idle fuel rate (L/h) = 1.350 Heavy vehicle idle fuel rate (L/h) = 2.000 Diagnostics Site:New Dundee Road -N-Strasburg Road - Weekday PM 2031 Processed: June 7, 2013 8:26:46 AM SIDRA INTERSECTION 5.1.13.2093 Copyright 2000-2011 Akcelik and Associates Pty Ltd www.sidrasolutions.com Project: C:\Users\knigc2\Desktop\Strasburg\SIDRA Files\W1\New Dundee Road and Strasburg

Detailed Output about:blank Page 11 of 11 2013/06/07 Road_2031_W1.sip 8000904, SNC-LAVALIN INC, SINGLE

Strasburg Road Extension Environmental Study Report From North of Stauffer Drive to New Dundee Road October 2013 APPENDIX D.1 (c) ADDITIONAL TRAFFIC SCOPE TECHNICAL MEMORANDUM 331650-4E-Rev 1

MEMORANDUM 195 The West Mall Toronto ON Telephone: 416-252-5311 Canada M9C 5K1 Fax: 416-231-5356 TO: File 611810 FROM: Don Cleghorn, Cindy Tse DATE: September 4, 2013 CC: RE: Additional Traffic Scope for the Strasburg Road Extension, Rush Meadow Street to New Dundee Road 1.0 Background A study report assessing the impact of the alternative alignments of the Strasburg Road Extension (Strasburg Road Extension - Rush Meadow Street to New Dundee Road Final Traffic Report for the Class EA) was submitted to the City in January, 2012. In that study report, five alternative alignments which were based on refinements of the Official Plan alignment for Strasburg Road were assessed. The report found that the eastern alignment options, E2 and E4 were more preferable from the traffic and transportation perspectives. 2.0 Purpose of this Memorandum Following the completion of the above study report, the City provided new traffic data and included two new alternative alignments for analysis. The purpose of this memo is to: explain the additional traffic scope that was added since the Final Traffic Report for the Class EA was issued in January 2012; document any additional data collection and analysis results; and summarize findings and the resulting evaluation of alternatives from the traffic perspective. 1

3.0 Major Difference between Previous and Current Data and Assumptions 3.1 Proposed Development Schedule The Final Traffic Report for the Class EA assumed two specific horizon years for the proposed developments around the Brigadoon and Doon South communities, as well as areas to the west of the proposed Strasburg Road and south of Huron Road. It assumes 2031 is the full build-out horizon year. The latest schedule assumes the full build-out horizon year is 2018. 3.2 Traffic Data The Final Traffic Report for the Class EA report extracted the 2008 traffic volumes from the turning volumes reported in the Paradigm 1 report. The 2008 traffic volumes were factored with a growth rate of 1% per annum to update the traffic volumes to 2010. In January 2013, the City provided 2010 observed traffic volumes for 12 intersections in the area as listed below: 1) Fischer-Hallman Road and Huron Road 2) Huron Road and Strasburg Road 3) Huron Road and Battler Road 4) Huron Road and Trillium Drive 5) Homer Watson Boulevard and Manitou Drive / Doon Village Road 6) Doon Village Road and Pioneer Drive 7) Homer Watson Boulevard and Pioneer Drive 8) Homer Watson Boulevard and Doon South Drive 9) Homer Watson Boulevard and Conestoga College Boulevard 10) Homer Watson Boulevard and Highway 401 WB Ramp/New Dundee Road 11) New Dundee Road and Reichert Drive 12) Fischer-Hallman Road and New Dundee Road The background traffic in the current analysis consists of the new 2010 observed traffic volumes (12 intersections) with the 2010 projected volumes (12 intersections) that were used in the previous analysis. The 2010 projected volumes were used for the intersections that do not have new observed traffic data. It is anticipated that traffic will be diverted from the existing road network to use the New Strasburg Road. The amount of traffic diversion was estimated from the Regional Transportation Model and was included in the future background traffic conditions on Strasburg Road. Growth of 1% per annum was applied to estimate the background traffic volumes during the weekday peak hours under future background traffic conditions for 2018 and 2031. Moreover, the forecast traffic volumes under the 2031 horizon years were estimated by adding 1 Doon South Community and Broader Study Area Traffic Impact Study, prepared by Paradigm Transportation Solutions Ltd., November 2008 2

the future background volumes and the net additional development volumes additional development volumes for all the intersections on Strasburg Road. and the net Figure 1 and 2 illustrate the future total traffic volumes on Strasburg Road. Note that for convenience the examples in the Figures assume Strasburg Road connects to New Dundee Road at a 4-leg intersection with Cameron Road, but this is not the case for all the Strasburg Road extension alternatives under consideration. 3

89 300 121 290 524 151 Huron Road 325 1211 271 352 710 287 314 674 146 93 1234 396 Huron Road 111 741 473 387 394 229 679 47 168 21 Rush Meadow Street 1433 105 74 21 Rush Meadow Street 1181 21 926 47 60 641 175 1279 Rockcliffe Drive 186 59 22 1016 Rockcliffe Drive 99 37 55 874 642 58 143 84 Biehn Drive 1160 156 92 67 Biehn Drive 895 42 838 92 610 115 287 279 Robert Ferrie Drive 914 312 184 180 Robert Ferrie Drive 650 105 746 262 774 115 287 168 Blair Creek Drive 783 312 184 133 Blair Creek Drive 468 84 824 183 60 457 425 275 254 11 New Dundee Road 4 495 162 72 273 5 17 530 369 466 599 11 New Dundee Road 22 340 81 134 520 16 2018 Weekday AM Peak Hour 2018 Weekday PM Peak Hour Figure 1: Estimated 2018 Total Traffic Volumes along Strasburg Road 4

96 323 132 317 540 166 Huron Road 343 1263 284 360 740 310 332 695 152 97 1284 433 Huron Road 117 763 496 402 420 251 725 54 191 24 Rush Meadow Street 1499 120 84 24 Rush Meadow Street 1219 24 977 54 60 689 175 1348 Rockcliffe Drive 186 59 22 1057 ockcliffe Drive 99 37 55 932 690 58 143 84 Biehn Drive 1229 156 92 67 Biehn Drive 936 42 895 92 659 115 287 294 Robert Ferrie Drive 983 312 184 187 Robert Ferrie Drive 691 108 803 273 837 115 287 168 Blair Creek Drive 858 312 184 133 Blair Creek Drive 512 84 892 183 66 504 436 288 261 12 New Dundee Road 4 542 179 80 303 6 19 592 381 479 651 12 New Dundee Road 23 356 89 147 573 18 2031 Weekday AM Peak Hour 2031 Weekday PM Peak Hour Figure 2: Estimated 2031 Total Traffic Volumes along Strasburg Road 5

3.3 Alternative Alignments In the Final Traffic Report for the Class EA report, the city had shortlisted five alternative alignments. As shown in Figure 3, the current analysis introduced two new alignments, E4 Modified and W2 Modified. Figure 3: Alternative alignments for the Strasburg Road Extension 6

4.0 Results 4.1 Average Annual Daily Traffic (AADT) Volumes The 2018 and 2031 AADT volumes on each section of Strasburg Road and surrounding roads with respect to the various alignment options are shown in Table 1 to Table 4 below. Alignment E2/E4 draws the most traffic from the new development in Doon South and therefore gives the greatest predicted intersection turning volumes which translates to two-way AADT volumes on the Strasburg Road Extension ranging, depending on the section of Strasburg Road, from 17,080 to 19,920 in 2018, and from 18,340 to 20,990 in 2031. The other alignment options result in slightly lower but similar order of magnitude AADT forecasts, as shown in Tables 1 to 4 below. The volumes decrease as the alignment moves west, due to reduced attraction of traffic from the new developments. The one location where there is a significant distinction among the alternatives is the section of New Dundee Road between Cameron Road and the new Strasburg Road intersection, for those alignment options that do not terminate at Cameron Road. This can be seen in Table 2 below: when the alignment does not connect at Cameron Road the AADTs east of Strasburg Road and East of Cameron Road differ considerably. 4.2 Intersection Performance Analysis Evaluation of the performance measures for the above new intersections has been completed under future traffic conditions for the year 2031. Analysis of unsignalized and signalized intersections was undertaken using Synchro, Version 8 traffic signal timing software package, and results were taken from Synchro Lanes, Volumes Timing Report for signalized intersections and HCM 2000 Unsignalized report for stop controlled intersections. The intersection operation is typically described based on Level of Service (LOS) ratings that are expressed on a scale of A to F, where A is considered excellent (i.e., very little delay) and F is considered unacceptable (i.e., very congested, very long delays), as outlined in Table 5. The roundabout controlled intersections were analyzed using the SIDRA Version 6.0 software package. Again, results were taken from outputs that evaluated delays and LOS based on the HCM methodology. The performance measures of the intersections for W1 and E2/E4 alignments for the horizon years of 2031 are summarized respectively in Tables 6 to 8 below. There are a total of 25 intersections, with 8 intersections along Strasburg Road and 18 intersections elsewhere in the surrounding network. Note that both signalized and roundabout options are provided for the New Dundee and Strasburg Road intersection. The W1 and E2/E4 alignments respectively represent the extreme cases for Strasburg Road attracting new development traffic, so that the W1 alignment provides the least relief to the surrounding network, while the E2/E4 provides the most relief. However the difference is not large and the results for the surrounding network are very similar. Essentially, similar conditions (and hence needs for improvement) will be experienced at the intersections examined in the surrounding network regardless of the alternative selected for the Strasburg Road extension. 7

Table 1: AADT Volumes on Strasburg Road Strasburg Road No Strasburg Road Extension Western Alignment (W1) Western Alignment Central Alignment Eastern Alignment Eastern Alignment Eastern Alignment (W2 Modified) (C2) (E3) (E2 & E4) (E4 Modified) 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 Rockcliffe Drive Biehn Drive n/a n/a 17,820 18,910 18,650 19,730 19,090 20,170 19,090 20,170 19,920 20,990 19,920 20,990 Biehn Drive Robert Ferrie Drive n/a n/a 17,150 18,230 17,910 19,000 18,320 19,410 18,320 19,410 19,090 20,170 19,090 20,170 Robert Ferrie Drive Blair Creek Drive n/a n/a 17,100 18,360 17,740 19,000 18,080 19,340 18,080 19,340 18,730 19,980 18,730 19,980 Blair Creek Drive New Dundee Road 1,160 1,340 15,760 17,020 16,280 17,540 16,560 17,820 16,560 17,820 17,080 18,340 17,080 18,340 Table 2: AADT Volumes on New Dundee Road New Dundee Road No Strasburg Road Extension Western Alignment (W1) Western Alignment Central Alignment Eastern Alignment Eastern Alignment Eastern Alignment (W2 Modified) (C2) (E3) (E2 & E4) (E4 Modified) 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 East of Cameron Road 4,880 5,670 15,740 16,630 15,960 16,860 16,090 16,980 16,090 16,980 16,320 17,200 16,320 17,200 East of Strasburg Road 4,880 5,670 26,330 28,380 26,700 28,750 16,090 16,980 26,890 28,930 16,320 17,200 16,320 17,200 West of Strasburg Road 6,410 7,440 11,600 12,480 11,440 12,330 11,350 12,240 11,350 12,240 11,200 12,090 11,290 12,090 Table 3: AADT Volumes on Cameron Road Cameron Road No Strasburg Road Extension Western Alignment (W1) Western Alignment Central Alignment Eastern Alignment Eastern Alignment Eastern Alignment (W2 Modified) (C2) (E3) (E2 & E4) (E4 Modified) 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 South of New Dundee Road 2,790 3,240 11,010 12,230 11,150 12,370 11,220 12,440 11220 12,440 11,350 12,580 11,350 12,580 8

Table 4: AADT Volumes on access to Strasburg Road Access to Strasburg Road No Strasburg Road Extension Western Alignment (W1) Western Alignment Central Alignment Eastern Alignment Eastern Alignment Eastern Alignment (W2 Modified) (C2) (E3) (E2 & E4) (E4 Modified) 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 2018 2031 Robert Ferrie Drive n/a n/a 7,250 7,430 7,790 7,970 8,070 8,250 8,070 8,250 8,620 8,800 8,620 8,800 Blair Creek Drive n/a n/a 5,960 5,960 6,500 6,500 6,790 6,790 6,790 6,790 7,330 7,330 7,330 7,330 Table 5: Level of Service Description LEVEL OF SERVICE Signalized Intersection Delay* Unsignalized Intersection Delay** A 10 sec 10 sec B 10-20 sec 10-15 sec C 20-35 sec 15-25 sec D 35-55 sec 25-35 sec E 55-80 sec 35-50 sec F 80 sec 50 sec * HCM 2000 Exhibit 16-2 ** HCM 2000 Exhibit 17-2 9

Table 6: Capacity Analysis Results Unsignalized Intersections Future Traffic Conditions (2031) Alternative W1 results are first for each location, with E2/E4 results immediately below. Intersections Max V/C Ratio Strasburg Road/Rush Meadow Street Weekday AM Peak Hour 2018 Weekday PM Peak Hour 2018 Average Delay (s) Level of Service (LOS) Max V/C Ratio Average Delay (s) Level of Service (LOS) W1 0.61 3.2 A 0.44 1.4 A E2/E4 0.69 3.8 A 0.49 1.4 A Strasburg Road/Biehn Drive W1 0.49 2.7 A 0.48 2.6 A E2/E4 0.41 2.8 A 0.54 3.2 A Strasburg Road /Rockcliffe Drive W1 0.56 3.1 A 0.57 2.5 A E2/E4 0.62 3.3 A 0.69 3.1 A Huron Road/Homer Watson W1 Err Err F Err Err F E2/E4 Err Err F Err Err F New Dundee Road/Collector A W1 0.60 2.8 A 0.83 4.8 A E2/E4 0.63 2.6 A 0.85 4.7 A Conestoga College/New Dundee Road W1 2.91 38.2 E Err Err F E2/E4 2.87 34.8 D Err Err F New Dundee Road/Collector B W1 0.67 3.7 A 1.32 9.2 A E2/E4 0.67 3.3 A 1.28 8.0 A New Dundee Road/Reichert Drive W1 0.45 1.2 A 2.34 25.6 D E2/E4 0.46 1.2 A 2.63 29.3 D 10

Table 7: Capacity Analysis Results Signalized Intersections Future Traffic Conditions (2031) Alternative W1 results are first for each location, with E2/E4 results immediately below. Intersections V/C Ratio Weekday AM Peak Hour 2031 Weekday PM Peak Hour 2031 Average Delay (s) New Dundee Road/Cameron Road (W1 only) Level of Service (LOS) V/C Ratio Average Delay (s) Level of Service (LOS) W1 0.95 21.6 C 1.08 48.9 D E2/E4 New Dundee Road/Fischer-Hallman Road W1 1.59 124.0 F 1.26 68.2 E E2/E4 1.58 119.8 F 1.21 59.9 E Strasburg Road / New Dundee Road (note W1 and E2/E4 configurations here are different and not comparable) W1 0.95 27.1 C 0.96 30.1 C E2/E4 1.48 157.4 F 3.14 528.6 F Strasburg Road / Blair Creek Drive W1 0.57 9.2 A 0.72 9.4 A E2/E4 0.66 11.2 B 0.97 15.4 B Strasburg Road / Robert Ferrie Drive W1 0.79 15.2 B 1.00 28.0 C E2/E4 0.85 19.0 B 1.18 59.7 E Battler Road/Huron Road W1 1.05 46.7 D 1.20 71.3 E E2/E4 1.02 40.6 D 1.12 56.7 E Huron Road/Trillium Drive W1 0.66 4.3 A 0.92 13.1 B E2/E4 0.65 4.3 A 0.90 11.5 B Homer Watson/Manitou Drive W1 1.56 103.1 F 1.36 100.0 F E2/E4 1.71 113.0 F 1.42 100.3 F Homer Watson/Doon South Drive W1 1.21 53.6 D 0.95 25.9 C E2/E4 1.17 46.9 D 0.95 23.7 C Pioneer Drive/Manitou Drive W1 0.94 24.3 C 0.86 18.2 B E2/E4 0.93 22.8 C 0.88 20.6 C Homer Watson/Pioneer Drive W1 1.32 67.2 E 1.47 101.5 F E2/E4 1.29 58.7 E 1.44 94.8 F Homer Watson Blvd/Conestoga College Blvd W1 1.74 166.8 F 1.82 180.6 F E2/E4 1.74 161.4 F 1.78 175.8 F N/A 11

Homer Watson Blvd/Highway 401 Ramp W1 1.97 242.3 F 1.82 180.6 F E2/E4 1.92 234.8 F 1.78 175.8 F New Dundee Road/Thomas Slee Drive W1 0.96 24.7 C 2.33 77.8 E E2/E4 0.98 26.2 C 2.29 76.6 E Table 8: Capacity Analysis Results Intersections on Strasburg Road Future Traffic Conditions (2031) Alternative W1 results are first for each location, with E2/E4 results immediately below. Intersections V/C Ratio Strasburg Road / Robert Ferrie Drive Weekday AM Peak Hour 2031 Weekday PM Peak Hour 2031 Average Delay (s) Level of Service (LOS) V/C Ratio Average Delay (s) Level of Service (LOS) W1 0.34 6.5 A 0.50 8.3 A E2/E4 0.38 7.2 A 0.56 9.8 A Strasburg Road / New Dundee Road / Cameron Road (Cameron Road included only for Alternative E2/E4) W1 0.67 10.9 B 0.95 22.5 C E2/E4 1.21 52.8 D 1.08 37.8 D Strasburg Road / Huron Road W1 1.03 29.9 C 1.02 33.6 C E2/E4 1.17 41.3 D 1.06 40.2 D Strasburg Road / Blair Creek Drive W1 0.39 6.5 A 0.49 8.6 A E2/E4 0.44 7.2 A 0.57 10.1 B Huron Road/Fischer-Hallman Road W1 0.57 9.9 A 0.89 20.5 C E2/E4 0.66 13.3 B 1.07 36.4 D Robert Ferrie Drive/New Dundee Road W1 0.47 6.3 A 0.63 8.1 A E2/E4 0.49 6.4 A 0.64 8.2 A 4.3 Initial Screening Analysis The Region of Waterloo requires that an initial roundabout screening analysis be completed for any intersections created/modified as a part of the Strasburg Road extension. An initial roundabout screening analysis has been conducted for the Strasburg Road and New Dundee intersection (attached to this memo). The previous traffic report included the (favourable) roundabout screening analysis for Strasburg Road at both Robert Ferrie Drive and Blair Creek Drive, and as both these future intersections will be subject to separate assessments, they are not discussed in further detail in this memo. The intent of the initial roundabout screening analysis is to provide a relatively quick feasibility assessment of a modern roundabout at a particular intersection in comparison to other 12

appropriate forms of traffic control or road improvements. The intended outcome of this tool is to provide enough information to assist the Region in deciding whether or not to proceed with an intersection control study to further investigate the feasibility of a roundabout. The initial roundabout screening analysis requires a comparison of the 20 year life-cycle costs between a roundabout option and a signal control option. The 20 year life-cycle cost is the sum of the implementation cost and the 20 year injury collision cost related to the type of intersection control and discounted into a present value. The following assumptions were used when calculating the 20 year injury collision costs for the concerned intersections: Table 9: 20 Year Injury Collision Cost Assumptions Item Value Injury Collision Cost $30,000 Discount Rate 6% Average Injury Collision Rate for Signal Control Intersection 0.14 collisions/mve with AADT entering volumes greater than 25,000 for a 3-leg intersection Ratio of Annual Injury Collision Frequency for a versus a Signal Control Intersection 25% Table 10 summarizes the 20 year life-cycle cost comparison between a roundabout option and a signal control option for the Strasburg Road and New Dundee Road intersection. Table 10: 20 Year Life-Cycle Cost Comparison - Strasburg Road/New Dundee Road Cost Item Signal Control Implementation Cost $2.0 million $2.4 million Injury Collision Cost (Present Value) $0.6 million $0.3 million Total Life Cycle Cost $2.6 million $2.7 million As shown in Table 10, the roundabout option has a slightly higher life-cycle cost than a signal control by a ratio of less than 1.05. Given the planning level of the analysis, this is not considered a significant difference and as a result the City may wish to consider implementing a roundabout at this intersection, so an intersection control study is recommended. The completed Region of Waterloo Feasibility Initial Screening Tool is provided in Appendix A. The conceptual roundabout layout was developed and is also included in Appendix A. Final design details of the roundabout will be developed during the detailed design stage. 4.4 Detailed Assessment of Short-Listed Alignment Alternatives Table 11 provides a detailed assessment of short-listed alignment alternatives. The evaluation of the alternatives was based on the following factors: Transportation Network 13

Traffic Operations Transportation Policy Initiatives Regardless of the alignment options, the geometry of the future Strasburg Road would be established according to design criteria consistent with a minimum design speed of 70 km/h (i.e., minimum 10 km/h over proposed posted speed of 60 km/h), and assumes a continuous 4- lane road cross-section with a boulevard extending to the ROW limit consistent with the City of Kitchener s Secondary Arterial standard cross-section. From access, traffic operations and transit service viewpoints, Options E2, E4 and E4 Modified are preferred among the other options. Many of the intersections along the vicinity arterials are identified to have capacity issues under current and future traffic conditions, Strasburg Road is considered necessary to provide an alternate north-south arterial connector for the Doon South Community, and relieve future demand on Homer Watson Boulevard, Huron Road and Fischer Hallman Road. It will also provide a good arterial connection to the existing interchange at Highway 401 and Cedar Creek Road in the south via Cameron Road. A single new roundabout will be implemented at Strasburg Road/Cameron Road and New Dundee Road for these easterly alignment options. These easterly alignment options are also within walkable distance for the Doon South Community residents, allowing for viable transit service along Strasburg Road. Similar to Options E2, E4 and E4 Modified, Option C2 will also provide a good arterial connection to the existing interchange at Hwy 401 and Cedar Creek Road in the south via Cameron Road and form a single new roundabout at Strasburg Road/Cameron Road and New Dundee Road. In Option C2, the Robert Ferrie Drive would have to extend westward by about 260 m as compared to the above easterly alignment options, which increases the walk distance for portion of Doon South community residents in accessing the future transit service on Strasburg Road. Options E3, W1 and W2 Modified would have the southerly terminus of Strasburg Road intersecting with New Dundee Road in a T-intersection formation and offset from Cameron Road. These staggered intersection configurations are not supported from the functional viewpoint since it creates additional turning volumes, requires 4 lanes on New Dundee Road west of Cameron Road, and slows down traffic on New Dundee Road. The staggered intersections also suggest a lesser degree of network connectivity, providing indirect travel between Strasburg Road and Cameron Road for pedestrians and cyclists. However, should a staggered intersection be necessary, the larger the separation the better for traffic operations, although that would increase the affected length of New Dundee Road. For Options W1 and W2 Modified, since their alignments would be shifted by more than 800 m and 400 m respectively outward from the boundary of the new Doon South residential development area, such shifting would therefore make these alignment options less attractive for transit ridership among the other alignment options unless the future bus service is going to be diverted and travel entirely on local roads (reducing transit speeds) instead of the future Strasburg Road. These westerly alignment options are therefore not supported from the transit service perspective. 14

An evaluation matrix containing numeric ratings corresponding to this evaluation is shown in Table 12, and formed the Transportation component of the overall project evaluation of alternatives. 15

Table 11: Detailed Assessment of Short-Listed Alignment Alternatives TRANSPORTATION ASSESSMENT Alignment Alternatives Factor Description E2 E3 E4 E4 Modified C2 W1 W2 Modified Transportation Network - Same as E2 alignment - Same as E2 and E4 alignments - Provision of Doon South Community access (Robert Ferrie Drive; Blair Creek Drive) - Average Annual Daily Traffic (AADT) - Compatibility with RMOW s New Dundee Road proposal - Relieve future demand on Homer Watson Boulevard, Huron Road and Fischer Hallman Road - Potential impacts to local roads/intersections - There are eight intersections in the surrounding road network that are considered critical and having LOS E/F for the critical approaches during the 2031 AM/PM peak. - These critical intersections are: Hwy 401 / Homer Watson Blvd; Conestoga College Blvd / Homer Watson Blvd Doon South Drive / Homer Watson Blvd; Pioneer Drive / Homer Watson Blvd; Manitou Drive / Homer Watson Blvd; Doon Village Road / Pioneer Drive; Battler Road / Huron Road; and Fischer-Hallman Road/New Dundee Road (see attached the intersection map). - All these critical intersections are on the surrounding arterial roads except for Doon Village Road / Pioneer Drive, which is on neighborhood roads. - Strasburg Road is considered necessary to provide an alternate north-south arterial connector for the Doon South Community, and relieve future demand on Homer Watson Blvd, Huron Road and Fischer Hallman Road. It also provides a good arterial connection to the existing - About 28% of Doon South Community traffic will use Strasburg Road and do so via future Robert Ferrie Drive and Blair Creek Drive. - 2031 AADT volumes of 8,070 vehicles on Robert Ferrie Drive and 6,790 vehicles on Blair Creek Drive. - By 2031, the AADT on New Dundee Road (east of Cameron Road) would reach about 16,090 vehicles. - This alignment option has the same Level of Service as E2 alignment at those critical intersections since there is only a slight variance of traffic flows from the E2 alignment option. - The southerly terminus of Strasburg Road intersects with New Dundee Road in a T- intersection formation. This intersection is offset approximately 260 m from Cameron Road. This configuration may redivert the southbound traffic movements back to Fischer Hallman Road. - Same as E3 alignment expect that a single intersection will be formed at Strasburg Road/Cameron Road and New Dundee Road instead of a staggered intersection in the E3 alignment option. - This alignment option also has more or less the same Level of Service as E2 alignment at those critical intersections since there is only a slight variance of traffic flows from the E2 alignment option. - Similar to E2, E4 and E4 Modified alignments, this alignment also provides a good arterial connection to the existing interchange at Hwy. 401 and Cedar Creek Road in the south via Cameron Road. - About 24% Doon South Community traffic will use Strasburg Road and do so via future Robert Ferrie Drive and Blair Creek Drive - 2031 AADT volumes of 7,250 vehicles on Robert Ferrie Drive and 5,960 vehicles on Blair Creek Drive. - By 2031, the AADT on New Dundee Road (east of Cameron Road) would reach about 16,630 vehicles. - This alignment option also has the same Level of Service as E2 alignment at those critical intersections since there is only a slight variance of traffic flows from the E2 alignment option. - The southerly terminus of Strasburg Road intersects with New Dundee Road in a T- intersection formation. This intersection is offset approximately 730 m from Cameron Road. This configuration may redivert the southbound traffic movements back to Fischer Hallman Road. - About 26% of Doon South Community traffic will use Strasburg Road and do so via future Robert Ferrie Drive and Blair Creek Drive - 2031 AADT volumes of 7,790 vehicles on Robert Ferrie Drive and 6,500 vehicles on Blair Creek. - By 2031, the AADT on New Dundee Road (east of Cameron Road) would reach about 16,860 vehicles. - This alignment option also has the same Level of Service as E2 alignment at those critical intersections since there is only a slight variance of traffic flows from the E2 alignment option. - The southerly terminus of Strasburg Road intersects with New Dundee Road in a T-intersection formation. This intersection is offset approximately 420 m from Cameron Road. This configuration may re-divert the southbound traffic movements back to Fischer Hallman Road. 16

TRANSPORTATION ASSESSMENT Alignment Alternatives Factor Description E2 E3 E4 E4 Modified C2 W1 W2 Modified interchange at Hwy 401 and Cedar Creek Road in the south via Cameron Road. - The other closest north-south arterial road is Fischer- Hallman Road which is approximately 2 km away to the west and the intersection at Fischer-Hallman Road/New Dundee Road has also been identified having capacity issues. - About 30% of Doon South Community traffic will use Strasburg Road and do so via future Robert Ferrie Drive and Blair Creek Drive - 2031 AADT volumes of 8,620 vehicles on Robert Ferrie Drive and 7,330 vehicles on Blair Creek Drive are in the upper range limit for residential collector roads - According to the Draft Connector Classification Map for the Region of Waterloo, New Dundee Road is classified as a Neighbourhood Connector/Avenue. Traffic Operations - Road safety and accessibility (sight distance; turning movements) - A single roundabout will be formed at Strasburg Road/Cameron Road and New Dundee Road - s are preferably sited on - A staggered intersection (with north and south legs 260 m apart) will be formed at Strasburg Road/Cameron Road and New Dundee Road - A single roundabout will be formed at Strasburg Road/Cameron Road and New Dundee Road - The Strasburg Road arm will form a skew - A single roundabout will be formed at Strasburg Road/Cameron Road and New Dundee Road - Same as E4, the Strasburg Road arm - A single roundabout will be formed at Strasburg Road/Cameron Road and New Dundee Road - Same as E2, a minimum stopping - An additional intersection will be formed at Strasburg Road and New Dundee Road about 730 m west of the existing intersection at Reidel Drive/Cameron Road and New - An additional intersection will be formed at Strasburg Road and New Dundee Road about 420 m west of the existing intersection at Reidel Drive/Cameron Road and New 17

TRANSPORTATION ASSESSMENT Alignment Alternatives Factor Description E2 E3 E4 E4 Modified C2 W1 W2 Modified level ground or in sags rather than at or near the crests of hills because it is difficult for drivers to appreciate the layout when approaching on an up gradient. A minimum stopping sight distance of 200 m and object height of 0.15 m for the westbound drivers should be provided for the proposed roundabout. - From the traffic operational perspective, by staggering Cameron Road with the future Strasburg Road, it creates additional turning volumes; requires 4 lanes on New Dundee Road west of Cameron Road; and slows down traffic on New Dundee Road which should be a regional arterial road in the future. angle at the proposed roundabout which may reduce the speed when entering the roundabout from Strasburg Road SB. will form a skew angle at the proposed roundabout which may reduce the speed when entering the roundabout from Strasburg Road SB. sight distance of 200 m and object height of 0.15 m for the westbound drivers should be provided for the proposed roundabout. Dundee Road - Similar to E3, by staggering Cameron Road with the future Strasburg Road, it creates additional turning volumes; requires 4 lanes on New Dundee Road west of Cameron Road; and slows down traffic on New Dundee Road. Dundee Road - Similar to E3 and W1, by staggering Cameron Road with the future Strasburg Road, it creates additional turning volumes; requires 4 lanes on New Dundee Road west of Cameron Road; and slows down traffic on New Dundee Road. - s are preferably sited on level ground or in sags rather than at or near the crests of hills because it is difficult for drivers to appreciate the layout when approaching on an up gradient. A minimum stopping sight distance of 200 m and object height of 0.15 m for the westbound drivers should be provided for the proposed roundabout. - s are preferably sited on level ground or in sags rather than at or near the crests of hills because it is difficult for drivers to appreciate the layout when approaching on an up gradient. A minimum stopping sight distance of 200 m and object height of 0.15 m for the westbound drivers should be provided for the proposed roundabout. 18

TRANSPORTATION ASSESSMENT Alignment Alternatives Factor Description E2 E3 E4 E4 Modified C2 W1 W2 Modified Transportation Policy Initiatives - Capability to support municipal policy initiatives (transit, active transportation, roundabouts) - Most preferred in terms of its capability to support municipal policy on transit, active transportation and roundabout provisions. This alignment is within walkable distance for the Doon South Community residents. - As a general rule of thumb, the primary catchment area of a transit stop is typically 400 m in radius and the secondary catchment area might be extended up to 800 m in radius at the maximum, which is what an average person would be willing to walk to a transit stop - equivalent to about 10 minutes in walking. - The Blair Creek Drive would have to extend westward by about 260 m as compared to the E2 alignment. Therefore, the walking distance to/from the transit stops on future Strasburg Road would be longer compared to the E2 alignment for portion of Doon South community residents. - The staggered intersections suggest a lesser degree of network connectivity, providing indirect travel between Strasburg Road and Cameron Road for pedestrians and cyclists. - Since this alignment is very similar to E2, it is also preferred in terms of its capability to support municipal policy on transit, active transportation and roundabout provisions. - Since this alignment is very similar to E2 and E4, it is also preferred in terms of its capability to support municipal policy on transit, active transportation and roundabout provisions. - The Robert Ferrie Drive would have to extend westward by about 260 m as compared to the E2 alignment. Therefore, the walking distance to/from the transit stops on future Strasburg Road would be longer compared to the E2 alignment for portion of Doon South community residents. - The attractiveness of using the public transit for residents living in areas beyond 800 m from the transit stops would be very minimal and is not desirable. According to the Regional Transportation Plan, bus services would be running on the future Strasburg Road. Since this alignment would be shifted by more than 800 m outward from the boundary of the new Doon South residential development area, such shifting would therefore make this alignment the least attractive option for transit ridership among the other alignment options unless the future bus service is going to be diverted and travel entirely on local roads instead of the future Strasburg Road. - The staggered intersections also suggest a lesser degree of network connectivity, providing indirect travel between Strasburg Road and Cameron Road for pedestrians and cyclists. - Since this alignment also requires shifting by more than 400 m outward from the boundary of the new Doon South residential development area, such shifting would therefore make this alignment a less attractive option for transit ridership among the other eastern alignment options unless the future bus service is going to be diverted and travel entirely on local roads instead of the future Strasburg Road. - - The staggered intersections also suggest a lesser degree of network connectivity, providing indirect travel between Strasburg Road and Cameron Road for pedestrians and cyclists. 19

Table 12: Evaluation Matrix FACTOR ALIGNMENT ALTERNATIVE E2 E3 E4 E4 MODIFIED C2 W1 W2 MODIFIED TRANSPORTATION TRANSPORTATION NETWORK 10 9 10 10 10 7 8 TRAFFIC OPERATIONS 10 7 9 9 10 7 7 TRANSPORTATION POLICY INITIATIVES 10 7 9 9 8 3 4 AGGREGATE SCORE 30 23 28 28 26 17 19 FACTOR GROUP SCORE 10 7.7 9.3 9.3 9.3 5.7 6.3 20

May 23, 2012 REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 The intent of this screening tool is to provide a relatively quick assessment of the feasibility of a modern roundabout at a particular intersection in comparison to other appropriate forms of traffic control or road improvements including auxiliary lanes, traffic control signals, four-way stop, etc. The intended outcome of this tool is to provide enough information to assist staff in deciding whether or not to proceed to an Intersection Control Study to further investigate in more detail the feasibility of a roundabout. 1) Project Name/File No.: 2) Intersection Location (Street/Road Names, distance from major intersection, etc.): 3) Brief Description of Intersection (Number of Legs, Lanes on each leg, total AADT, AADT on each road, etc. Attach or sketch diagram showing existing and horizon-year turning movements.): 4) What operational problems are being experienced at this location? Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 5) Is it a new intersection or is it a retrofit of an existing intersection? If existing, what is the existing traffic control? 6) Is the intersection in the vicinity of a railroad crossing or another intersection? If so, how close and what type of traffic control exists at the adjacent intersection(s)? Will queues be a problem? 7) Would the intersection be located within a coordinated signal system? 8) Would the intersection be located on a Preferred Corridor? 9) Is the intersection located within a corridor that is scheduled for improvements in the 10 Year Transportation Capital Program? What is the ultimate cross-section of the approach roads? Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.6 10) What is the collision history of the intersection over the past five years? Is there a collision problem that needs to be addressed? 11) Are persons with disabilities or horse and buggies frequent users of this intersection? 12) What traditional road improvements are proposed for this intersection? (eg. traffic signals, all-way stop, auxiliary lanes, etc.) Please attach a sketch of the traditional road improvements. A sample sketch is attached (DOCS #529440). 13) If traffic control signals are being considered, are the traffic signal warrants met for the horizon year? Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 14) What size of roundabout is being considered for this intersection? (eg. Single-lane, two-lane entry or three-lane entry?) Please attach a Traffic Flow Worksheet and lane configuration diagram. Please attach a sketch showing how a roundabout would fit into the right-of-way. A sample sketch is attached (DOCS #529433). 15) 20-Year Life Cycle Cost Estimate 10-Year AADT: Injury Collision Cost (ICC): Discount Rate: (i): 20 YEAR LIFE-CYCLE COST COMPARISON Cost Item Other Traffic Control Implementation Cost $ $ Injury Collision Cost (Present Value) $ $ Total Life Cycle Cost X Y Notes: Implementation Cost = sum of costs for construction, property utility relocations, illumination, engineering (20%), contingency (20%) and maintenance (5%); Present Value of 20 Year Injury Collision Cost = expected annual collision frequency x ICC ((1 + i) 20-1) / i(1+i) 20 Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

Monte Carlo Analysis may be required. If so, a range for the implementation cost (i.e. 10%, 50%, 90% probability) is required REGION OF WATERLOO ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL VERSION 1.0 Conclusions and Recommendation Document Number: 328872 Version: 6 Document Name: SVDK 2006 ROUNDABOUT FEASIBILITY INITIAL SCREENING TOOL

Ontario Traffic Manual Book 12 Justification 7B - Projected Volumes New Dundee Road & Strasburg Road - 2031 Major Road: No. of lanes: Justification Adjustment Factors 2 each direction "T" intersection factor: 1.5 Minor Road: No. of lanes: 2 each direction AHV factor: 1.5 Time Minor Northbound Approach Major Eastbound Approach Minor Southbound Approach Major Westbound Approach Pedestrians Crossing LT TH RT LT TH RT LT TH RT LT TH RT Major Road AM Peak hour 4 735 861 66 362 553 PM Peak hour 23 467 911 19 820 967 Total 0 0 0 27 1,202 0 1,772 0 85 0 1,182 1,520 0 Justification 1. Minimum Vehicular Volume 2. Delay to cross traffic Description A. Vehicle volume, all approaches (average hour) B. Vehicle volume, along minor streets (average hour) A. Vehicle volume, major street (average hour) B. Combined vehicle and pedestrian volume crossing artery from minor streets Adjusted Justification 7 Values Minimum Requirement Minimum Requirement Compliance 1 Lane Highways 2 or more lanes Sectional Free Flow Restr. Flow Free Flow Restr. Flow Numerical % 720 1080 900 1350 1809 100% 270 382.5 270 382.5 580 100% 720 1080 900 1350 1228 91% 75 112.5 180 255 554 100% (Per OTM Book 12 March 2012: note that for "T" intersections, the values for 1B are increased by 50%) (Per OTM Book 12 March 2012: note that for using AHV estimates, Justification 7 values are increased by 50% for a future roadway) Entire % 100% 91% 1. Minimum Vehicular Volume Justification RESULTS Compliance A Total Volume 100% B Crossing Volume 100% A Main Road 91% B Crossing Road 100% A Justification 1 100% B Justification 2 91% Signal Justified? 2. Delay to Cross Traffic NO 3. Combination YES YES

REGION OF WATERLOO ROUNDABOUT Project: PROJECT NAME Drawn By: C. Tse TRAFFIC Project No.: Sheet 1 of 2 FLOW SHEET Intersection: New Dundee / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 AM PEAK E + C = 1289 Strasburg Road 927 TR% 66 861 0 557 N TR% New Dundee Road E + C = 1600 553 362 428 362 915 0 0 861 4 New Dundee Road 739 735 1600 1596 4 E + C = 919 TR % 0 0 E + C = 1600 TR% Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1 66 0 861 0 3. Entry flow + circulating flow < 1400vph use single lane entry New Dundee Road 1 0 735 4 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry 0 1 0 0 0 0 3. Entry flow + circulating flow > 2200vph use three-lane entry New Dundee Road 1 553 362 0 0 DOCS # 517750 ROUNDABOUT TRAFFIC FLOW WORKSHEET

REGION OF WATERLOO ROUNDABOUT Project: PROJECT NAME Drawn By: C. Tse TRAFFIC Project No.: Sheet 2 of 2 FLOW SHEET Intersection: New Dundee / Strasburg Road VERSION 1.0 AUG 22, 2008 Time Period: 2031 PM PEAK E + C = 1750 Strasburg Road 930 TR% 19 911 0 990 N TR% New Dundee Road E + C = 1401 967 820 839 820 1787 0 0 911 23 New Dundee Road 490 467 1401 1378 23 E + C = 1810 TR % 0 0 E + C = 1401 TR% Capacity Guidelines RODEL Inputs 1. Single Lane service volumes < 900vph - 1200 vph Leg PCU 1st Exit 2nd Exit 3rd Exit U-turn 2. Exit flow < 900vph - 1200 vph for single lane exit Strasburg Road 1 19 0 911 0 3. Entry flow + circulating flow < 1400vph use single lane entry New Dundee Road 1 0 467 23 0 4. 1400 vph < Entry + Circ. flow < 2200vph use two-lane entry 0 1 0 0 0 0 3. Entry flow + circulating flow > 2200vph use three-lane entry New Dundee Road 1 967 820 0 0 DOCS # 517750 ROUNDABOUT TRAFFIC FLOW WORKSHEET