RE: Taggart Retail Site Plan: Kanata West Proposal for Traffic Impact Study: Addendum #2

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1 1223 Michael Street, Suite 100, Ottawa, Ontario K1J 7T2 Tel: Fax: July 9, 2014 OUR REF: TO3073TOK00 BY Taggart Commercial Developments Inc. 225 Metcalfe Street Suite 709 Ottawa, ON K2P 1P9 Attention: Jeff Parkes/Alex Turner RE: Taggart Retail Site Plan: Kanata West Proposal for Traffic Impact Study: Addendum #2 Dear Jeff/Alex: 1. INTRODUCTION AND SCOPE OF WORK We are advised that Taggart is moving forward with Registration of Plan of Subdivision followed by Site Plan Application for the above-noted retail site (Kanata Commons) on Campeau Drive. The subject site is located at the existing west terminus of Campeau Drive and is bounded by Campeau Drive to the north, the Carp River to the west and the proposed Transitway to the south. Site Plan is provided as Figure 1. We have discussed the transportation report requirements of these two applications with Ed Blaszynski of the City. It was agreed that as Delcan s 06 March 2013 Traffic Impact Study Addendum #1 for the joint Loblaws/Taggart site addressed all the requirements for the Plan of Subdivision process for both sites, no further transportation analysis is required for Registration of Plan of Subdivision for the subject Taggart retail component. It was also agreed that for the subsequent Site Plan Application for Taggart s Kanata Commons, all that is required is an Addendum #2 to the afore-referenced report that reviews the on-site transportation components (cars, trucks and pedestrians) and the site driveway connection to Campeau Drive for the Taggart portion only. This addendum is provided herein. 2. TRANSPORTATION MASTER PLAN UPDATE The following are extracts from the City s 2013 Transportation Master Plan relevant to Campeau Drive and the Western Transitway Extension, both of which are adjacent to the subject site.

2 Page 2 Figure 1: Site Plan

3 Page 3 The rapid transit corridor adjacent to the south of the site is identified as a bus rapid transit with grade-separated crossings, however, the relevant section west of March Road is not in the City s 2031 Affordable Network ; and The Campeau Drive extension west to Huntmar Drive is included in the Affordable Road Network and is identified as a Phase 1, project. It will initially be provided as two lanes from Didsbury Road west to Huntmar Drive and will ultimately be widened to four lanes from Terry Fox Drive west to Palladium Drive as development proceeds/requires. 3. S TRAFFIC GENERATION UPDATE As shown in Figure 1 Site Plan, Taggart s Kanata Commons now includes 72,447 ft 2 (6731 m 2 ) of retail and 230 vehicle parking spaces. The retail is comprised of: The Brick 38,000 ft 2 Lazy-Boy 19,860 ft 2 General Retail 4900 ft 2 Bank 4025 ft 2 Drive-through Restaurant 5662 ft 2 The following Tables 1 to 7, show how the peak hour vehicle trips for this proposed land use is derived. Table 1 summarizes the appropriate vehicle trip generation rates for the proposed land uses, obtained from the 9 th Edition of the Institute of Transportation Engineers () Trip Generation Manual. Table 1: Trip Generation Rates Land Use Data Trip Rates Source AM Peak Furniture Store 890 T = 0.17(X); T = 0.45(X); Bank w/drive-through 912 T = 12.08(X); T = 24.30(X); Fast-Food w/drive- Through 934 T = 45.42(X); T = 32.65(X); Specialty Retail Centre T = 1.36(X); T = 1.20(X) T = 2.71(X); T = 2.40(X) Notes: T = Average Vehicle Trip Ends X = 1,000 ft 2 Gross Floor Area 1. Specialty Retail AM Peak rate is assumed to be 50% of the As trip generation surveys only record vehicle trips and typically reflect highly suburban locations (with little to no access by travel modes other than private automobiles), adjustment factors appropriate to the specific study area context were applied to attain estimates of person trips for the proposed development.

4 Page 4 To convert vehicle trip rates to person trips, an auto occupancy factor and a non-auto trip factor were applied to the vehicle trip rates. Our review of available literature suggests that a combined factor of approximately 1.3 is considered reasonable to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 10%. As such, the person trip generation for the proposed site is summarized in Table 2. Table 2: Modified Person Trip Generation Data AM Peak (persons) (persons) Land Use Area Source Furniture Store (The Brick) Furniture Store (La-Z-Boy) Specialty Retail Bank w/drive-through Fast-Food w/drive-through ,000 ft ,000 ft ,900 ft ,025 ft ,662 ft Total Person Trips Note: 1.3 factor to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 10% To the person trips shown in Table 2 for the proposed site, modal share values and a reduction for pass-by trips based on the site s location and proximity to adjacent communities, employment, other shopping uses and transit availability, were then applied. Modal share and pass-by values for The Brick, the La-Z-Boy, the specialty retail, the Bank and the fast-food restaurant land uses within the proposed development are summarized in Tables 3, 4, 5, 6, and 7 respectively, with the projected total site vehicle trip generation summarized in Table 8. Table 3: Furniture Store (The Brick) Modal Site Trip Generation Travel Mode Mode Share AM Peak Auto Driver 65% Auto Passenger 20% Transit 10% Non-motorized 5% Total Person Trips 100% Total 'New' Auto Trips

5 Page 5 Table 4: Furniture Store (La-Z-Boy) Modal Site Trip Generation Travel Mode Mode Share AM Peak Auto Driver 65% Auto Passenger 20% Transit 10% Non-motorized 5% Total Person Trips 100% Total 'New' Auto Trips Table 5: Specialty Retail Modal Site Trip Generation Travel Mode Mode Share AM Peak Auto Driver 65% Auto Passenger 20% Transit 10% Non-motorized 5% Total Person Trips 100% Less Pass-by (30%) Total 'New' Auto Trips Table 6: Bank Modal Site Trip Generation Travel Mode Mode Share AM Peak Auto Driver 60% Auto Passenger 20% Transit 10% Non-motorized 10% Total Person Trips 100% Less Pass-by (60%) Total 'New' Auto Trips Table 7: Fast-Food Modal Site Trip Generation Travel Mode Mode Share AM Peak Auto Driver 60% Auto Passenger 20% Transit 10% Non-motorized 10% Total Person Trips 100% Less Pass-by (60%) Total 'New' Auto Trips

6 Page 6 Table 8: Total Site Vehicle Trip Generation Land Use AM Peak (veh/h) (veh/h) Furniture Store (The Brick) Furniture Store (La-Z-Boy) Specialty Retail Bank w/drive-through Fast-Food w/drive-through Less Retail Pass-by (30%) Less Bank Pass-by (60%) Less Fast-Food Pass-by (60%) Total New Auto Trips As shown in Table 8, the resulting number of potential new two-way vehicle trips for the proposed development is approximately 115 and 130 veh/h during the weekday morning and afternoon peak hours, respectively. This is when Campeau Drive is extended west to Huntmar Drive and the traffic volume on Campeau Drive is meaningful. As the new traffic for the Taggart retail site in the aforementioned Addendum #1 was 90 vph and 124 vph respectively, while a bit lower than the Table 8 volumes, they are considered to be sufficiently similar for analysis and road network requirement purposes. For the current proposal, the total peak hour traffic into and out of the site, including passby traffic, is estimated to be approaching 265 veh/h and 275 veh/h during the morning and afternoon peak hours, respectively. As assessed in previous analysis used to confirm/develop the design for Campeau Drive and its Campeau/Site intersection, this volume can be adequately accommodated by the proposed intersection design and its signalization. With regard to transit patrons, the site is projected to generate 40 to 50 transit passengers per peak hour. When Campeau Drive is extended, this volume of transit passengers will be easily accommodated by the area s on-street bus service. 4. S PLAN REVIEW As noted in Section 1, Introduction and Scope of Work, the focus of this Addendum is a review of the on-site layout and the site driveway connection to Campeau Drive. With regard to on-site layout, the following comments can be made from a transportation perspective. The site driveway connections to Kanata Commons Private align appropriately with the site driveway connections to the proposed Loblaws development located on the east site of Kanata Commons Private;

7 Page 7 The 40 m long throat length between the northern-most site driveway connection to Kanata Commons Private and Campeau Drive meets By-Law requirements and is considered acceptable; The 20 m long throat length on the northernmost site driveway connection to Kanata Commons Private is a good feature at this primary site entrance; All parking spaces at 2.6 m wide and 5.2 m long, meet By-Law requirements; All on-site circulation aisles at 6.7 m or wider, meet By-Law requirements; As shown on Attachment #1, truck turn templates have been provided to the architect, and they have modified the Site Plan to accommodate these requirements. Where necessary, at the west end of the site, painted islands have replaced raised concrete islands to better accommodate the larger truck turning requirements during the store s off-hours; As cars driving through the Bank drive-through cannot make their exit movement within the provided 6.7 m wide aisle, further refinements are required in this area of the Site Plan; A minimum 2.0 m wide sidewalks are proposed on both of the Campeau Drive and Kanata Commons Private site frontages. As well, sidewalks are provided along the frontage of all building pads, and these are linked to each other by delineated pedestrian crosswalks across the vehicle circulation aisles where necessary; and With regard to bicycle parking, the By-Law requires 27 spaces and 28 spaces are proposed. The proposed bike rack locations are shown on the Site Plan. With regard to the interim and ultimate connection of Kanata Commons Private to Campeau Drive, the following comments can be made from a transportation perspective. In the short-term, prior to the westerly extension of Campeau Drive, two inbound lanes and one outbound lane are proposed. This is considered appropriate as outbound traffic can only turn right onto Campeau Drive, and this cross-section, as shown on the Site Plan, is compatible with the ultimate access/egress requirements; and Once Campeau Drive is extended west to Huntmar Drive and widened to four lanes, a five-lane cross-section is proposed on the Kanata Commons Private connection to Campeau Drive. As shown on the Site Plan, this is comprised of the same two inbound lanes and three outbound lanes separated by a 1.5 m wide median. This cross-section is consistent with the City s ultimate design for this intersection undertaken by Stantec as part of the Campeau Drive Extension Detailed Design assignment. All required traffic analysis and design related to this intersection has

8 Page 8 been previously undertaken and approved by the City and the site traffic operation provided herein is both consistent and acceptable with this previous analysis. 5. FINDINGS, CONCLUSIONS AND RECOMMENDATIONS The findings, conclusions and recommendations of the foregoing analysis are as follows: The proposed 72,447 ft 2 (6731 m 2 ) retail development on the subject site, and its related peak hour traffic generation (115 vph to 130 vph of new trips) are consistent with what was assumed/identified in previous studies used to determine the design/lane configuration of the Campeau Drive extension and the intersections along it; All on-site dimensions related to parking spaces, aisle widths, driveway widths and throat lengths meet By-Law requirements; With the exception of the Bank drive through, all on-site truck and vehicle turn requirements are adequately accommodated by the proposed Site Plan; The initial three-lane cross-section of the Kanata Commons Private on its approach to Campeau Drive is both sufficient for initial site access/egress needs while Campeau Drive ends at this location, and compatible with the ultimate five-lane cross-section of the Kanata Commons Private approach once Campeau Drive is extended west, widened to four lanes and has a signalized intersection at Kanata Commons Private; and The proposed ultimate cross-section of Kanata Commons Private approach and identified turn lanes at its signalized intersection with Campeau Drive are consistent with the Stantec design for the Campeau Drive extension. Based on the foregoing, subject to resolution of the turn requirements for the Bank drivethrough lane, the proposed Site Plan is recommended from a transportation perspective. Any questions, please call. Sincerely, Ronald M. Jack, P.Eng. Vice President Transportation Manager Ottawa Operations Attachment

9 Attachment #1 Vehicle Turn Templates Superimposed onto the Site Plan

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