2405 Mer Bleue Orleans, (Ottawa), ON Community Transportation Study Mattamy Homes. Prepared By: Stantec Consulting Ltd. Version 2

Transcription

1 2405 Mer Bleue Orleans, (Ottawa), ON Community Transportation Study Mattamy Homes Prepared By: Stantec Consulting Ltd. Version 2 April 2014

2 Stantec Consulting Ltd Clyde Avenue, Ottawa ON K2C 3G4 April 2, 2014 File: Attention: Asad Yousfani 110 Laurier Avenue West Ottawa, Ontario, K1P 1J1 Dear Mr. Yousfani, Reference: 2405 Mer Bleue Road Community Transportation Study Stantec Consulting Limited has been asked to respond to comments from the City of Ottawa pertaining to the 2405 Mer Bleue Road Community Transportation Study prepared in August Attached are the transportation comments and alongside the comments we have provided responses. As per the attached table the majority of the comments have been addressed. Specifically, we have incorporated the comments related to the analysis parameters and the City s recently updated Transportation Master Plan. Assessment of the Brian Coburn Boulevard intersections with Mer Bleue and Tenth Line Road has not been added to the analysis. While it is acknowledged that this is an important link in the transportation network, significant previous planning and projections would have been recently undertaken by the City as part of the Blackburn Hamlet By-Pass extension project. The level of effort involved in developing future traffic volumes (at an intersection level) for this new facility represents a duplication of past planning work and, in our opinion, is beyond a reasonable scope for this development application. In the subject report the Brian Coburn Boulevard extension has been addressed through the assessment of screenline capacity, as outlined in Section 4.2. Based on the nature of the development application and the general scope of a Community Transportation Study, we consider what was undertaken to be an appropriate level of detail to enable the City to make an informed decision regarding this development application. The attached CTS is intended to support the Official Plan Amendment to permit the subject property to be appropriately reclassified. Further assessment of the Brian Coburn Boulevard intersections with Mer Bleue and Tenth Line Road will be undertaken as part of subsequent Traffic Impact Study(ies) that will accompany the draft plan submission(s). We hope that this meets your expectations. Should you have any comments or concerns please feel free to contact me directly. Regards, STANTEC CONSULTING LTD. Robert Vastag, MCIP, RPP Senior Transportation Planner Phone: (613) Fax: (613) Rob.Vastag@stantec.com Attachments: Comment Response Matrix; 2405 Mer Bleue Road CTS V2 c. Frank Cairo - Caivan

3 Transportation Traffic Engineering and Control 27. Data used for Synchro analysis must reflect existing conditions and defined parameters. 28. An evaluation of the intersections of Brian Coburn Boulevard/Tenth Line Road and Mer Bleue Road is required as it will potentially be affected by site generated traffic. 29. Figure 6 should indicate PM traffic volumes in the title. Stantec as per an from Asad Yousfani dated March 14, All parameters and associated results have been and projections would have been recently undertaken by the City as part of the Blackburn Hamlet By-Pass. The level of effort involved in developing future traffic volumes for this new facility (which, as noted, would have recently been undertaken by the City) represents a duplication of past planning work and is beyond a reasonable scope for this particular development application. In the subject report Brian Coburn Boulevard has been addressed through the screenline analysis, contained in Section 4.2 Screenline Analysis. Based on the nature of the development application and the general scope of a Community Transportation Study, we consider what was undertaken to be an appropriate level of detail and effort. A further refinement of the analysis at Brian Coburn Boulevard will be undertaken as part of a Traffic Impact Study at the draft plan of subdivision approval stage. Signal Timing and analysis parameters have been updated updated. Stantec While this is an important link, significant previous planning Stantec Noted and updated accordingly Transportation Planning 30. The CTS needs to be updated to reflect the 2013 TMP policies. For instance, the Cumberland Transitway is planned beyond 2031 and only isolated transit priority measures will be implemented. 31. ROW protection for Mer Bleue and Tenth Line at 37.5m is required. 32. The CTS needs to include the transportation impacts on Brian Coburn Blvd. It currently exists between Mer Bleue and Tenth Line. Stantec The CTS was written prior to the release of the 2013 TMP. As the 2013 TMP is now released the CTS has been updated to reflect the updated TMP policies. Stantec Road is subject to the requirements of the Mer Bleue ESR (as noted in the Ottawa Official Plan) Addressed in Section 3.1. The right-of-way of Mer Bleue Stantec See response 28

4 33. The 2013 TMP identifies the extension of Brian Coburn west to Navan Road in Phase 1 ( ) and further west to Blackburn Hamlet Bypass in Phase 2 ( ) for implementation. This link will have significant impact on the transportation network and needs to be considered in the analysis. 34. The CTS does not clearly indicate if the required intersection improvements will be implemented. As these improvements have been identified as downstream impacts due to development, the intersection improvements are required. 35. This CTS was not accompanied by a CDP and it is difficult to comment on pedestrian and cycling linkages within and adjacent communities. Stantec See response 28 Stantec required to support the development and will refine the timing of the required infrastructure. The triggers, downstream impacts, broader ramifications and potential costing sharing opportunities will be examined through the ongoing Community Design Plan Process. has been added to address this comment. Draft plan conditions will document the upgrades that are Stantec Section Active Transportation Network (page 4) Development Review-Transportation/Design Review and Implementation 36. Proposed road modifications on Renaud Road and Harvest Valley Avenue require a Road Modification Approval report. Stantec This is not generally part of the OPA or CDP (CTS) process as it is too early in the development application process to complete an 80% design of the proposed roadway modifications. This will be addressed at the draft plan submission stage of the approvals process.

5 2405 MER BLEUE ROAD, OTTAWA, ON TRANSPORTATION IMPACT ASSESSMENT AUGUST 2013 TIA GUIDELINES CHECKLIST COMMUNITY TRANSPORTATION STUDY Report Context Municipal Address Comment: Section 1.1 Location relative to major elements of the existing transportation system Comment: Section 1.3 Existing land uses or permitted use provisions in the Official Plan, Zoning By-Law, etc. Comment: Section 1.2 Proposed land uses and relevant planning regulations to be used in the analysis Comment: Secion 1.2 Proposed development size (building size, number of residential units, etc.) and location on site Comment: Section 1.3 Estimated date of occupancy Comment: Section 1.3 Planned phasing of development Comment: Section 1.4 Proposed number of parking spaces Comment: N/A Proposed Access points and type of access (full turns, right-in/right-out, turning restrictions, etc.) Comment: Figure 9 Study area Comment: Figure 1 Time periods and phasing Comment: Section 1.4 Horizon years (including reference to phased development) Comment: Section 1.4 Existing Conditions Existing roads, ramps in the study area, including jurisdiction, classification, number of lanes and posted speed limit Comment: Section 2.1 Existing intersections, indicating type of control, lane configurations, turning restrictions and any other relevant data (e.g. extraordinary lane widths, grades, etc.) Comment: Section 2.1 Existing access points to adjacent developments (both sides of all roads bordering the site) Comment: Figure 3 Existing transit system, including stations and stops Comment: N/A Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks Comment: Secion 2.2 Existing system operations (V/C, LOS) Comment: Section 2.5 Major trip generators/attractors within the study area should be indicated Comment: Section 4.1

6 2405 MER BLEUE ROAD, OTTAWA, ON TRANSPORTATION IMPACT ASSESSMENT AUGUST 2013 Demand Forecasting General background growth Comment: Section 3.2 Other study area developments Comment: N/A Changes to the study area road network Comment: Section 3.1 Future background system operations (V/C, LOS, queue lengths) Include figures documenting future background travel demands by mode for each horizon year Comment: Section 3.3 Trip generation rates Comment: Section 4.1 Trip Distribution and assignment Include figures documenting forecast site trip generation and assignment by mode demands by mode for each horizon year Comment: Section 4.3 Include figures documenting total future travel demands by mode for each horizon year Comment: Section 4.3 Impact Analysis Total future system operations (V/C, LOS, queue lengths) Comment: Section 5.2, Section 6.2 Signal and auxiliary lane (device) warrants Comment: Section 5.1 Operational/safety assessment (e.g. sight line assessment where grades are an issue) Comment: Section 7.0 Storage analysis for closely spaced intersections Comment: N/A. Queue reach presented in all LOS tables Potential for neighbourhood impacts Comment: N/A Site within industrial area Transportation Demand Management Comment: Section 4.2 Mitigation Measures and Site Design Characteristics Location and timing of proposed changes to existing traffic controls at intersections (e.g. new traffic signals, Stop signs, etc.) Comment: Section 8.0 Location and timing of new intersections, including proposed traffic control measures (e.g. traffic signals, etc.) Comment: Section 8.0 Requirements for new auxiliary lanes Comment: Section 5.1, Section 8.0 Mitigation measure required to offset impacts on the surface and Rapid Transit networks Comment: N/A

7 2405 MER BLEUE ROAD, OTTAWA, ON TRANSPORTATION IMPACT ASSESSMENT AUGUST 2013 New or modified elements of the bicycle and pedestrian networks Comment: N/A Community impact mitigation measures Comment: N/A Proposed TDM features or programs to support the site development. Comment: none proposed

8 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 TABLE OF CONTENTS 1.0 INTRODUCTION STUDY PURPOSE CONTEXT PROPOSED DEVELOPMENT Active Transportation Network SCOPE OF THE ASSESSMENT EXISTING TRANSPORTATION ENVIRONMENT ROADS AND TRAFFIC CONTROL TRANSIT CYCLING AND WALKING TRAFFIC VOLUMES (2013) FUTURE TRANSPORTATION ENVIRONMENT PLANNED ROAD NETWORK UPGRADES PLANNED TRANSIT NETWORK CYCLING AND WALKING FACILITIES FUTURE BACKGROUND CONDITIONS (2020) Background Developments Background Growth Future Background Traffic Conditions SITE TRAFFIC GENERATION Land Use and Trip Generation Transportation Demand Management Traffic Distribution and Assignment TOTAL FUTURE CONDITIONS (2020) ULTIMATE CONDITIONS (2025) TRANSPORTATION ASSESSMENT INTERSECTION CAPACITY ANALYSIS Existing Conditions (2013) Intersection Capacity Analysis Future Background (2020) Intersection Capacity Analysis Total Future (2020) Intersection Capacity Analysis Ultimate (2025) Intersection Capacity Analysis SCREENLINE ANALYSIS Existing (2013) Screenline Analysis Future Background (2020) Screenline Analysis Total Future (2020) Screenline Analysis Ultimate (2025) Screenline Analysis SUMMARY AND CONCLUSIONS cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx i

9 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 LIST OF TABLES Table 1 Road Network Improvements Table 2 Background Traffic Generation Table 3 ITE Land Use Categories and Trip Rates Table 4 Mode Share Assumptions Table 5 Auto Trip Generation Table 6 Traffic Distribution to/from the Orleans Traffic Zone Table Existing Operations for Signalized Intersections Table Existing Operations for Unsignalized Intersections Table Future Background Operations for Signalized Intersections Table Future Background Operations for Unsignalized Intersections Table Total Future Operations for Signalized Intersections Table Total Future Intersection Operations for Unsignalized Intersections Table Ultimate Intersection Operations for Signalized Intersections Table 14 North Screenline Table 15 South Screenline Table 16 West Screenline Table 17 North Screenline Future Background Table 18 South Screenline Background Table 19 West Screenline Background Table 20 North Screenline Total Future Table 21 South Screenline Total Future Table 22 West Screenline Total Future Table 23 North Screenline Ultimate Table 24 South Screenline Ultimate Table 25 West Screenline Ultimate LIST OF FIGURES Figure 1 Location of the Proposed Development... 2 Figure 2 Site Plan... 3 Figure 3 Active Transportation Network Concept... 4 Figure 4 Existing Intersection Configuration... 8 Figure 5 Study Area Transit Routes... 9 Figure AM Existing Traffic Volumes Figure PM Existing Traffic Volumes Figure 8 Cumberland Transitway Stations Figure AM Future Background Traffic Volumes Figure PM Future Background Traffic Volumes Figure 11 AM Site Traffic Assignment Figure 12 PM Site Traffic Assignment Figure AM Total Future Traffic Volumes Figure PM Total Future Traffic Volumes Figure AM Ultimate Traffic Volumes Figure PM Ultimate Traffic Volumes Figure 17 Future Background Recommended Intersection Geometry / Controls Figure 18 Total Future Recommended Intersection Geometry / Controls Figure Ultimate Intersection Configuration Figure 20 Screenline Locations cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx ii

10 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 APPENDICIES Appendix A Traffic Data Appendix B: Detailed Trip Distribution and Assignment Appendix C: Trip Generation Appendix D: Intersection Capacity Analysis Worksheets Appendix E: Screenline Analysis Worksheets cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx iii

11 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL INTRODUCTION 1.1 STUDY PURPOSE Mattamy Homes (Mattamy) is preparing a development application for 2405 Mer Bleue Road in Orleans. As part of the Draft Plan Approval process the City of Ottawa s Transportation Impact Assessment Guidelines (TIA Guidelines) requires that a Community Transportation Study is prepared to support the application. This Community Transportation Study (CTS) has been prepared to assess the potential transportation implications of the proposed residential subdivision and to determine whether transportation improvements are required to support it. 1.2 CONTEXT The subject lands, as part of a recent Ontario Municipal Board decision, were added to the City of Ottawa s Urban Area. The proposed development occupies the northern portion of the Urban Expansion Area referred to as Area 10. The area surrounding the development is currently undergoing significant development. To the south and east are Urban Boundary Expansion Areas that were recently added to the City of Ottawa s Urban Area. 1.3 PROPOSED DEVELOPMENT The proposed development is located east of the East Urban Community of the City of Ottawa. The site is bound by Mer Bleue Road to the west and Tenth Line Road to the east. The property is split approximately in the middle by a stormwater management pond that serves the community to the north and will also serve the proposed development as well as future developing areas to the south. The stormwater management pond that divides the development creates two distinct traffic zones. Each of these zones will access the boundary road network separately. The western portion of the subject lands will connect to the boundary road network at Mer Bleue Road and Renaud Road, forming the fourth leg of the existing intersection. The eastern portion of the lands will complete the fourth leg of the intersection of Tenth Line Road and Harvest Valley Road. Figure 1 illustrates the location of Mattamy s proposed development and the future location of the site access. Figure 2 shows the proposed site plan for Mattamy s proposed development. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 1

12 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Figure 1 Location of the Proposed Development N Subject Site Proposed Site Entrances cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 2

13 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Figure 2 Site Plan cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 3

14 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL Active Transportation Network An active transportation network has been developed for the subject development to ensure that the proposed development is integrated with the surrounding developments. Figure 3 documents the active transportation network in the subject development. The concept plan is subject to change prior to the Draft Plan Approval Stage, but the plan will, where feasible, adhere to the Ottawa Pedestrian Plan and Ottawa Cycling Plan. Figure 3 Active Transportation Network Concept 1.4 SCOPE OF THE ASSESSMENT This CTS has been carried out in accordance with the City of Ottawa Transportation Impact Assessment (TIA) Guidelines. Through a review of the proposed development and the transportation network adjacent to it, the scope of this assessment was determined to include the following: Study area intersections include: o o o o Innes Road and Mer Bleue Road Innes Road and Tenth Line Road Mer Bleue Road and Renaud Road (site access) Tenth Line Road and Harvest Valley Avenue (site access) cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 4

15 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Development has been assumed to proceed at a rate of approximately 160 units / year starting in 2015 and continuing until full build-out is achieved in The following future transportation horizons, therefore, have been examined: o o o o 2013 existing conditions 2020 future background conditions 2020 total future conditions (site build-out) 2025 future horizon (5-years beyond site build-out) Analysis time periods include the weekday AM and PM peak hours. The methodology used in the CTS is summarized below: The net increase in site traffic from the proposed development will be estimated Background traffic growth in the study area will be explicitly accounted for based on known developments in the study area A 1% per annum growth rate will be used to account for growth which occurs from outside of the immediate study area The future background traffic volumes will be combined with the net increase in site traffic volumes to determine total future traffic volumes Intersection operational analysis will be performed to determine if capacity constraints exist at the study area intersections under each study horizon A screenline analysis will be undertaken to determine if there are regional capacity constraints at the study area boundary Where deficiencies exist mitigation measures will be examined cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 5

16 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL EXISTING TRANSPORTATION ENVIRONMENT 2.1 ROADS AND TRAFFIC CONTROL The major roadways in the study area are described below: Innes Road Innes Road is a 4 lane urban divided arterial road, traversing the northern boundary of the study area. Dedicated cycling lanes are provided in the east-west directions and sidewalks are located on either side of the roadway. Transit stops are located along the entire roadway. The posted speed is 60 km/h. Mer Bleue Road South of Innes Road, Mer Bleue Road is a 4 lane urban divided arterial. Cycling lanes are provided in both the north and south directions and a sidewalk is located on the east side of the road. At the hydro corridor, north of the subject site, Mer Bleue Road transitions into a 2 lane rural arterial with no pedestrian or cycling facilities. The posted speed limit is 60 km/h. Tenth Line Road South of Innes, Tenth Line Road is a 4 lane urban divided arterial. Sidewalks and cycling lanes are provided in both the north and south directions to Brian Coburn Boulevard. South of Brian Coburn Boulevard, Tenth Line Road transitions into a 2 lane rural undivided arterial with cycling facilities provided in the form of a paved shoulder. Transit stops are also located along the roadway. The posted speed limit is 60 km/h. Renaud Road Renaud Road is a 2 lane rural undivided collector road with a posted speed of 60 km/h. No cycling or pedestrian facilities are provided. Harvest Valley Avenue Harvest Valley Avenue is a 2 lane community collector road within the Avalon community. Parking is permitted along the south side of the road. Transit service also utilizes this collector. Although no speed limit is posted the default speed limit is 50 km/h. The road classifications noted above are referenced from Map 5 of the City of Ottawa s Transportation Master Plan, 2013 (TMP). Figure 4 illustrates the existing lane geometry and traffic controls at the study area intersections. 2.2 TRANSIT Transit service is provided throughout the study area. The existing transit network includes routes along Brian Coburn Boulevard, Mer Bleue Road, Tenth Line Road and Harvest Valley Avenue. Nearby routes include: Route 30: Express route along Brian Coburn Boulevard Route 130: Regular Route along Brian Coburn Boulevard cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 6

17 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Route 202: Limited service route, Tuesday only, northbound route AM, southbound route PM Route 35: Express route along Harvest Valley Avenue Route 135: Regular route along Lakeridge Drive, terminus at Harvest Valley Avenue Route 136: Regular route along Tenth Line Road, terminus north of Brian Coburn Boulevard Figure 5 illustrates the local transit routes. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 7

18 1 Innes Road 2 Mer Bleue Road Tenth Line Road Mattamy Stormwater 4 (East) 3 Management Mattamy Pond (West) Renaud Road Harvest Valley Ave Existing Stop Control Existing Lane Geometry Proposed Signal Proposed Lane Geometry Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2013 Existing ON, Canada K2C 3G4 and Traffic Controls Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

19 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Figure 5 Study Area Transit Routes Subject Site 2.3 CYCLING AND WALKING Source: OC Transpo System Map, Accessed August 2, 2013 ( The study area contains minimal existing cycling facilities. Mer Bleue Road and Renaud Road have a rural arterial cross section, as such, the cross section does not accommodate cycling or pedestrian facilities beyond the standard gravel shoulders. An asphalt pathway is provided along the east side of Tenth Line Road. Harvest Valley Road provides sidewalks along both sides which connect to the asphalt pathways along Tenth Line Road. 2.4 TRAFFIC VOLUMES (2013) Intersection turning movement counts were undertaken by Stantec Consulting Ltd. at the following intersections: o Innes Road and Mer Bleue Road (May 23, 2013) o Innes Road and Tenth Line Road (May 22, 2013) o Mer Bleue Road and Renaud Road (site access) (May 15, 2013) o Tenth Line Road and Harvest Valley Avenue(site access) (May 16, 2013) cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 9

20 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Historic counts were obtained from the City of Ottawa at the following intersections: o Innes Road and Mer Bleue Road (June 4, 2010) o Innes Road and Tenth Line Road (June 23, 2010) The historic counts were used to determine a historical background growth rate. In addition to the turning movement count data screenline volumes were also obtained from the Trans Committee. Figure 6 and Figure 7 illustrate existing AM and PM peak hour traffic volumes at the study area intersection. The traffic data is provided for reference in Appendix A. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 10

21 Innes Road Mer Bleue Road Tenth Line Road Mattamy Stormwater 4 (East) Management Mattamy Pond 76 (West) 1 Renaud Road Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2013 Existing Traffic Volumes AM ON, Canada K2C 3G4 Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

22 Innes Road Mer Bleue Road Tenth Line Road Mattamy Stormwater 4 (East) 3 30 Management Mattamy Pond 538 (West) 10 Renaud Road Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2013 Existing Traffic Volumes PM ON, Canada K2C 3G4 Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

23 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL FUTURE TRANSPORTATION ENVIRONMENT 3.1 PLANNED ROAD NETWORK UPGRADES A review of the City of Ottawa Transportation Master Plan, 2013 (TMP) shows an extension of Brian Coburn Boulevard, previously referred to as the Blackburn Hamlet Bypass Extension, from Navan Road to Mer Bleue Road to be implemented during Phase 1 ( ) of the TMP. The section of Brian Coburn Boulevard from Mer Bleue Road to Trim Road is complete (as a two-lane road). The TMP indicates that the remaining sections from Navan Road to Mer Bleue Road are to take place beyond the current TMP horizon of In addition Brian Coburn Boulevard is identified as a transit priority corridor, from Navan Road to Tenth Line Road. The TMP calls for the widening of Mer Bleue Road and Tenth Line Road during Phase 1 ( ) and Phase 2 ( ) respectively. Tenth Line Road is to be widened to four lanes from Harvest Valley Drive south to the edge of the updated urban boundary, extending through the study area. Mer Bleue Road is to be widened from Brian Coburn Boulevard to Renaud Road, which will extend through the study area. For the analysis in this report the widening of both facilities has been assumed to occur by the end of Phase 2 (2025). Several other road improvements have also been noted in the TMP and are summarized in Table 1. It should be noted that the Current Status of each project may differ from what is listed in this table as this is based on the 2008 TMP and may have changed since the publication of that document. Table 1 Road Network Improvements Project Description Current Status Brian Coburn Boulevard Cumberland Transitway Navan Road Widening Mer Bleue Road Widening Tenth Line Road Widening New two-lane road (ultimately four-lane) between Navan Road and Mer Bleue Road. New two-lane road (ultimately four-lane) between Trim Road and Frank Kenny Road. Full exclusive transitway between Blair Station and Frank Kenny Road. Widen from two to four lanes from Brian Coburn Boulevard to Mer Bleue Road. Widen from two to four lanes between Brian Coburn Boulevard and Renaud Road. New four-lane re-alignment, west of existing Mer Bleue Road, between Renaud Road and Navan Road. Widen from two to four lanes between Harvest Valley Drive and the urban boundary. EA Completed EA Completed EA Not Started Completed EA Not Started cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 13

24 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL PLANNED TRANSIT NETWORK Local transit service evolves with the area that it serves. As the Area 10 lands develop, OC Transpo and the developer of each parcel will discuss how to best provide transit service to each new community. The City s Rapid Transit Network facilitates regional travel and connectivity. The planned Transitway Network is outlined in TMP Map 1. Figure 8 shows the affordable transit network in the Study Area. Brian Coburn Boulevard is designated to be a transit priority corridor from Navan Road to Tenth Line Road. Additionally, Innes Road is a designated transit priority corridor between Blair Road and the southern Park and Ride on Trim Road. A Park and Ride facility is also planned near Navan Road at Brian Coburn Boulevard. Figure 8 Cumberland Transitway Stations Subject Site 3.3 CYCLING AND WALKING FACILITIES In accordance with Ottawa s Pedestrian Plan, sidewalks should be provided along both sides of collector streets and, where possible, along one side of local streets The width of sidewalks and boulevards should generally adhere to the recommendations of the Ottawa Pedestrian Plan June 2013 (OPP) and should be coordinated with the surrounding developments to ensure consistent sidewalk designs. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 14

25 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Paved shoulders are provided along Tenth Line. Cycling facilities do not extend to the site access on Mer Bleue. The 2013 Ottawa Cycling Plan was reviewed; no planned facilities are shown in the Study Area. New cycling facilities within the subject development should be coordinated with existing and planned facilities to ensure a continuous cycling network. 3.4 FUTURE BACKGROUND CONDITIONS (2020) Future background conditions are typically derived by calculating the annual rate of growth on a transportation facility through a review of historic traffic volumes and / or by accounting for traffic generated by other known area developments that were recently approved or that are currently in the planning approvals process. A combination of the two approaches has been used in this study Background Developments Traffic from background developments that were explicitly accounted for include the East Urban Community (EUC) located west of the proposed development, and the remaining lands of the Area 10 expansion area located to the east and south of the proposed development. The EUC is a large developing area to the west of the subject site with two phases that have undergone or are undergoing the Community Design Plan (CDP) process. Based on the approved CDP for EUC Phase 1 and the ongoing CDP process for EUC Phase 2, the total unit count and unit type was estimated using the following approach: EUC Phase 1 and 2 gross hectares was determined to be 340 Ha. Gross hectares were converted to net hectares by applying a reduction factor of 15% to account for roads, parks and stormwater management facilities etc. which resulted in a net total of 289 Ha. The EUC CDP specified a unit type breakdown with the following ratio: o o o 60% single unit dwellings 30% multiple unit dwelling (i.e. townhomes) 10% apartments Similar gross-to-net reduction factors and unit ratios obtained from the EUC were applied to the remaining Area 10 lands to determine an overall unit yield. Table 2 details the total unit count by unit type for each background development. The Institute of Transportation Engineers (ITE) Trip Generation Manual (9 th Edition) was used to estimate traffic generated by the background developments. To accurately reflect the observed modal shares for Orleans the site trips generated by the study area developments were converted to person trips. This was done by accounting for the modal share inherent in the ITE trip rates - assumed to be 10%. To reflect the auto occupancy inherent within the ITE rates a rate of 1.1 passengers per car was applied. The Orleans Auto Mode share was then applied to develop the automobile trip generation below. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 15

26 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table 2 below summarizes the automobile traffic generated by all phases of the background development. Table 2 Background Traffic Generation Land Use Units Morning Peak Hour Afternoon Peak Hour Background Development Inbound Outbound Total Inbound Outbound Total East Urban Community Singles Condo/Townhouse Village (Apt.) TOTAL Area 10 Singles Condo/Townhouse Village (Apt.) TOTAL Area 10 East Singles Condo/Townhouse Village (Apt.) TOTAL Total Singles Condo/Townhouse Village (Apt.) TOTAL Note: unit totals represent the full build-out of each development area Background Growth To account for growth outside of the immediate study area and to capture any additional growth that may occur independent of the background developments a 1% per annum growth rate was applied to the existing traffic volumes in the study area. This rate of background growth was determined through an examination of both historical counts and screenline traffic data projections (provided by the TRANS Committee). Examination of the historic counts showed that a growth rate of approximately 1.5% per annum was experienced in the study area. Examination of the screenline projections shows that an annual growth rate of approximately 2% is predicted to occur over the next 20 years. Given that the growth rates calculated in both of these manners include much of the growth that will be explicitly added to the network and summarized in Section a 1% annual rate of growth was deemed to be appropriate. Appendix A contains detailed traffic data. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 16

27 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL Future Background Traffic Conditions The build-out horizons for the background developments must recognize the scale of the developments under consideration. An absorption rate of 310 units per year was applied to each background development. Using this absorption rate by 2020 the background developments will have achieved the following build-out: East Urban Community: 29% Area 10 East: 100% Area 10: 22% The planning process for the EUC is well underway and occupancy will likely commence prior to the other Area 10 lands. By 2020 the EUC was assumed to have achieved 29% build-out. Area 10 East is a smaller parcel located east of Tenth Line Road and owned by Minto. It is anticipated that due to its size and proximity that it will reach 100% build-out by Area 10 (south of the subject development) is anticipated to reach 22% of its full build-out by Using the O-D Survey background traffic volumes were assigned to the study area intersections. By adding the background trips to the study area intersections a model of the anticipated 2020 future background traffic volumes was created. Refer to Section and Appendix B for detailed distribution and assignment assumptions. Figure 9 and Figure 10 illustrate 2020 future background traffic volumes at the study area intersections. An assessment of 2020 future background conditions is outlined in Section 4.0. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 17

28 Innes Road Mer Bleue Road Tenth Line Road Mattamy Stormwater 4 (East) Management Mattamy Pond 148 (West) 47 Renaud Road Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2020 Future Background ON, Canada K2C 3G4 Traffic Volumes AM Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

29 Innes Road Mer Bleue Road Tenth Line Road Mattamy Stormwater 4 (East) 4 30 Management Mattamy Pond 581 (West) 89 Renaud Road Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2020 Future Background ON, Canada K2C 3G4 Traffic Volumes PM Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

30 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL SITE TRAFFIC GENERATION Land Use and Trip Generation The proposed development will include approximately 810 residential units comprised of 430 single family detached dwellings, 260 townhouse units and 120 village homes (apartments). The exact number of units is subject to change as the site plan is refined and will be finalized during the registration stage of the approvals process. Any changes to the final unit count, however, are not expected to be substantial. The Institute of Transportation Engineers (ITE) Trip Generation Manual (9 th Edition) was used to estimate traffic generated by the subject site. Table 3 summarizes the ITE land use categories and trips rates obtained from the ITE Trip Generation Manual. Land Use Single Family Detached (210) Residential Condominium / Townhouse (230) Table 3 ITE Land Use Categories and Trip Rates Units Morning Peak Hour Afternoon Peak Hour Inbound Outbound Rate Inbound Outbound Rate % 75% % 37% % 83% % 33% 0.51 Apartment (220) % 80% % 35% 0.50 The TRANS Committee s 2011 Origin-Destination (O-D) Survey for the National Capital Region was reviewed to ascertain the existing mode share characteristics of the Orleans traffic zone. All trips for the Other mode listed in the O-D Survey were added to the auto mode share to ensure a conservative approach. Table 4 summarizes the mode share assumptions based on the O-D Survey. Table 4 Mode Share Assumptions Mode Share Auto 60% Auto-Passenger 15% Transit 20% Active Mode 5% Table 5 below summarizes the automobile site trips generated by the proposed development. This table was developed using ITE trip rates as the basis for generating person trips. To accurately reflect the cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 20

31 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 observed modal shares for Orleans the site trips generated by the study area developments were converted to person trips. This was done by accounting for the modal share inherent in the ITE trip rates - assumed to be 10%. To reflect the auto occupancy inherent within the ITE rates a rate of 1.1 passengers per car was applied. The Orleans Auto Mode share was then applied to develop the values below. Appendix C contains detail trip generation worksheets. Table 5 Auto Trip Generation Land Use Units Morning Peak Hour Afternoon Peak Hour Proposed Development Inbound Outbound Total Inbound Outbound Total Apartments Singles Condo/Townhouse TOTAL Transportation Demand Management As the proposed development is a residential subdivision no further Transportation Demand Management initiatives have been investigated or are being implemented Traffic Distribution and Assignment The distribution of traffic to / from the study area was determined through examination of the TRANS Committee s 2011 Origin-Destination (O-D) Survey. Table 6 provides a summary of the distribution of traffic from the site across the four cardinal directions. Cardinal Direction North East Table 6 Traffic Distribution to/from the Orleans Traffic Zone % Distribution Mer Bleue Road 10 th Line Road South 5% 2% 3% Via (to / from) Innes Road Brian Coburn Boulevard Renaud Road West 50% 3% 2% 5% 20% 10% 10% Internal (Orleans Zone) 45% 9% 6% 5% 15% 5% 5% Navan Road Total 100% 14% 11% 10% 35% 15% 15% Appendix B provides a detailed summary of the trip distribution and assignment. Site trips were assigned to the road network based on the location of each site access relative to the proximity of collector and arterial roads and proposed intersections along the boundary road network. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 21

32 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 While future site generated trips and background volumes were assigned to the Brian Coburn Boulevard extension assumed to be in place by the 2020 horizon - existing traffic volumes from the adjacent arterials roads were not redistributed to reflect this new facility. This results in a conservative prediction of the traffic through the study area network, and in particular, at the Innes Road intersections. Figure 11 and Figure 12 illustrate the assignment of site traffic to the boundary road network and study area intersections. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 22

33 Innes Road Mer Bleue Road Tenth Line Road Renaud Road Mattamy Stormwater 33 (East) 3 Management Mattamy Pond (West) Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: Total Site Generated Trips AM ON, Canada K2C 3G4 Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

34 Innes Road Mer Bleue Road Tenth Line Road Renaud Road Mattamy Stormwater 22 (East) 3 Management Mattamy Pond (West) Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: Total Site Generated Trips PM ON, Canada K2C 3G4 Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

35 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL TOTAL FUTURE CONDITIONS (2020) Total future conditions are examined to determine improvements that may be required as a direct result of the development of the site. It is anticipated that by 2020, all of the residential units within the proposed development will be built and occupied. Total future traffic volumes are derived by adding site generated trips (Figure 11 and Figure 12) to future background volumes (Figure 9 and Figure 10) anticipated for Figure 13 and Figure 14 illustrate 2020 total future traffic volumes at the study area intersections. An assessment of 2020 total future traffic conditions is outlined in Section 4.0. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 25

36 Innes Road Mer Bleue Road Tenth Line Road Renaud Road Mattamy 33 Stormwater (East) 3 Management Mattamy Pond (West) Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2020 Total Future ON, Canada K2C 3G4 Traffic Volumes AM Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

37 Innes Road Mer Bleue Road Tenth Line Road Renaud Road Mattamy 22 Stormwater (East) 3 Management Mattamy Pond (West) Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2020 Total Future ON, Canada K2C 3G4 Traffic Volumes PM Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

38 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL ULTIMATE CONDITIONS (2025) The City of Ottawa s TIA Guidelines require an assessment of transportation conditions five years beyond the anticipated build-out horizon of a given development. Ultimate future conditions for the 2025 horizon were examined to determine if other improvements may be required due to completion of the subject development as well as due to growth in background traffic volumes. Traffic volumes for the 2025 horizon are derived by adding anticipated growth that may occur between the build-out horizon (i.e. 2020) and the ultimate horizon. This growth includes a 1 percent annual rate of background growth as well as the traffic generated by the ongoing development of the surrounding lands. The background developments are anticipated to reach the following build-out percentages: Area 10 East: 100% East Urban Community: 46% Area 10: 60% Figure 15 and Figure 16 illustrate 2025 ultimate traffic volume at the study area intersections. An assessment of 2025 total future traffic conditions is outlined in Section 4.0. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 28

39 Innes Road Mer Bleue Road Tenth Line Road Renaud Road Mattamy 33 Stormwater (East) 3 Management Mattamy Pond (West) Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2025 Ultimate ON, Canada K2C 3G4 Traffic Volumes AM Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

40 Innes Road Mer Bleue Road Tenth Line Road Mattamy 22 Stormwater (East) 3 Management Mattamy Pond (West) Renaud Road Harvest Valley Ave Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2025 Ultimate ON, Canada K2C 3G4 Traffic Volumes PM Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

41 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL TRANSPORTATION ASSESSMENT 4.1 INTERSECTION CAPACITY ANALYSIS Existing Conditions (2013) Intersection Capacity Analysis An assessment of the study area intersections was undertaken to determine the operational characteristics of these intersections. Intersection operations were analyzed using the methodologies of Highway Capacity Manual, 2000 edition (HCM 2000), and facilitated using the Synchro 8.0 software package. For existing conditions a 15 minute analysis period was used. Table 7 and Table 8 provide a summary of existing intersection operations. The signalized intersection of Mer Bleue Road and Innes Road is currently experiencing capacity constraints. In the AM and PM peak hours several movements are above or approaching a volume to capacity ratio (V/C) of Additionally, the overall V/C for the PM peak is critical (exceeds 0.90) and has a level of service (LOS) E. By adding a dual westbound left turn lane and adjusting the signal timing it was shown that the intersection is able to operate with only a single critical movement during the AM. The PM peak will still experience capacity constraints with the upgrades noted. Two movements are at capacity (eastbound through and southbound left) and a single critical movement is shown (westbound left). The overall intersection LOS improves with the addition of a second westbound left turn lane, but remains critical during the PM peak hour. The signalized intersection of Tenth Line Road and Innes Road is currently experiencing capacity constraints. In the AM and PM peak hours several movements are above or approaching V/C of Additionally, the overall V/C for the PM peak is over capacity (exceeds 1.0) and has a level of service (LOS) E. By adjusting the signal timing and adding a southbound right turn overlap phase it was shown that the intersection is able to operate with only one critical movement during the AM peak (westbound through). The PM peak was still shown to have several critical movements, as shown in the table below. The overall intersection LOS improves during the PM peak hour with the southbound right turn overlap phase, but overall it remains critical. Both unsignalized study area intersections with Tenth Line Road and Mer Bleue Road currently operate adequately and, as a result, no improvements are required. Appendix D contains detailed intersection operation summaries. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 31

42 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table Existing Operations for Signalized Intersections Signalized Intersection Approach/Movement AM Peak Hour PM Peak Hour LOS V/C Q 1 (m) LOS V/C Q 1 (m) Left A C 0.71 #41.4 Mer Bleu Innes Road EB Through A F 1.11 #289.9 Right A A Left A 0.27 m13.8 F 1.07 m#85.1 WB Through F 1.00 m#221.1 C Right A 0.41 m53.8 A 0.21 m32.3 Left E 0.97 #53.0 A NB Through A A Right A A Left B 0.64 #28.9 F 1.05 #96.5 SB Through A B Right A A Overall Intersection D E Upgrades: Signal Optimization; Dual Westbound Left Turn Lanes with protected phases on Eastbound and Westbound Left Turn Phases Left D 0.83 #30.1 D 0.83 #81.0 EB Through A F 1.01 #289.3 Right A A Left A 0.57 m22.3 E 0.94 m#52.3 WB Through E C Right A 0.42 m82.3 A 0.21 m38.2 Left D 0.84 #54.2 A NB Through B A Right A A Left C 0.72 #36.1 F 1.00 #99.2 SB Through A A Right A A Overall Intersection D E Left A 0.60 m29.0 F 1.06 m#76.6 Tenth Line Innes Road EB Through A E 0.94 m175.4 Right A 0.05 m7.9 A 0.15 m8.3 Left B C 0.75 #50.4 WB Through F 1.12 #224.4 B Right A A Left A C NB Through A D 0.90 #100.5 Right A A SB Right A F 1.12 #105.4 cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 32

43 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 EB WB NB SB Through A F 1.12 #145.1 Right D 0.88 #113.8 C 0.72 #95.0 Overall Intersection D F Upgrades: Signal Optimization; Southbound right overlap phase added. Left D 0.84 m#40.0 D 0.90 m82.7 Through A E 0.92 m205.8 Right A 0.05 m7.7 A 0.12 m8.9 Left B D 0.88 #58.8 Through E 0.92 #217.5 B Right A A Left B D 0.89 #66.3 Through A E 0.94 #113.4 Right A A Left B E 0.95 #98.8 Through A E 0.93 #135.2 Right C 0.73 #115.1 A Overall Intersection D E th Percentile Queue (m) # - 95 th percentile volume exceeds capacity, queue may be longer V/C represents the anticipated volume divided by the predicted capacity m Volume for 95th percentile queue is metered by upstream signal. Table Existing Operations for Unsignalized Intersections Unsignalized Intersection Approach/Movement AM Peak Hour PM Peak Hour LOS Delay (s) LOS Delay (s) WB Left / Right C 24.4 B 12.2 Tenth Line Harvest Valley Avenue NB Through / Right A 0.0 A 0.0 SB Left / Through A 6.4 A 5.6 Overall Intersection B 13.2 A 5.4 LOS Delay (s) LOS Delay (s) Mer Bleu Renaud Road EB Left / Right A 9.2 E 38.1 NB Left / Through A 8.7 B 11.2 SB Through / Right B 10.7 B 14.3 Overall Intersection B 10.1 D 27.5 cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 33

44 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL Future Background (2020) Intersection Capacity Analysis Future background conditions are assessed to determine transportation improvements that may be required to address growth in traffic exclusive from improvements that may be required to accommodate traffic generated by the proposed development. The background growth assumptions and traffic assignment outlined in Section 3.4 were applied to existing traffic volumes to predict future background traffic volumes. Furthermore, any improvements identified to address existing deficiencies were carried forward in the assessment of 2020 future background conditions. Future, or predicted, traffic conditions are based on hourly predictions and as such using a 15 minute analysis period to assess future conditions creates an overly conservative estimate of intersection operations. As such, the assessment of all future horizons utilizes a 60 minute analysis period. Table 9 and Table 10 summarize the operational characteristics of the study area intersections under 2020 future background conditions. The signalized intersection of Innes Road and Mer Bleue Road will continue to experience capacity constraints during 2020 future background conditions. During the AM and PM peak hours several movements are expected to operate above or approaching a volume to V/C of Additionally, the overall V/C for the PM peak is critical (exceeds 0.90) and has a level of service (LOS) E. By adjusting the signal timing it was shown that the intersection is able to operate with no movements over capacity in the AM peak hour and only two operating over capacity in the PM peak hour (southbound left and eastbound through). Some individual movements are still expected to operate beyond acceptable thresholds during both the AM and PM peak hours. Given the forecasted directional split of intersection volumes further geometric upgrades will not significantly impact the LOS at this intersection. The signalized intersection of Innes Road and Tenth Line Road will continue to experience capacity constraints during 2020 future background conditions. During the AM and PM peak hours several turning movements are expected to operate close to capacity. Additionally, the overall V/C for the PM peak is critical (v/c exceeds 0.90) and has a level of service (LOS) F. By adjusting the signal timing and by adding an additional westbound left turn lane it was shown that the intersection is able to operate with no movements over capacity during either the AM or PM peak hours. Several movements during both peak hours are shown to be critical (v/c exceed 0.90). Based on the proposed intersection improvements there are no further reasonable geometric upgrades that can be accommodated. While both of the existing study area intersections along Innes Road are predicted to exhibit capacity constraints by the 2020 future background horizon it is important to note that existing traffic patterns along Innes Road have not been altered to account for the Brian Coburn Boulevard extension to Navan Road. As Brian Coburn Boulevard is extended the additional capacity it will offer will undoubtedly cause traffic to redirect from Innes Road and relieve the congestion at the Mer Bleue and Tenth Line Road intersections. The implications of the Brian Coburn Boulevard extension are discussed in greater detail in Section 4.2. The unsignalized intersection of Tenth Line Road and Harvest Valley Road is predicted to operate adequately and no modifications are proposed for this horizon. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 34

45 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 The unsignalized intersection of Mer Bleue Road and Renaud Road will begin to experience significant delays during 2020 future background conditions. To address this, a signalized intersection configuration was examined with exclusive left turn lanes added on the northbound and eastbound legs of the intersection and an exclusive right turn lane on the southbound leg. With the addition of traffic control signals and the additional auxiliary lanes this intersection is shown to operate well during the AM and PM peak hours. Appendix D contains detailed intersection performance worksheets. Figure 17 illustrates the recommended improvements required to accommodate 2020 future background conditions. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 35

46 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table Future Background Operations for Signalized Intersections Signalized Intersection Mer Bleu Innes Road Tenth Line Innes Road Approach/Movement AM Peak Hour PM Peak Hour LOS V/C Q 1 (m) LOS V/C Q 1 (m) Left D 0.83 #35.2 D 0.82 #94.8 EB Through A F 1.02 #352.5 Right A A Left A 0.57 m22.2 E 0.92 m#52.7 WB Through E 0.91 m#313.2 C 0.77 m203.7 Right A 0.41 m82.6 A 0.20 m41.3 Left F 1.13 #93.0 C 0.74 #51.0 NB Through D 0.88 #119.5 A Right A A 0.43 #69.0 Left C 0.75 #45.9 E 1.00 #118.1 SB Through A B Right A A Overall Intersection E E Upgrades: Signal Optimization Left D 0.83 #35.2 D 0.82 #95.5 EB Through A F 1.02 #352.1 Right A A Left A 0.57 m22.2 E 0.94 m#52.6 WB Through E 0.95 m#324.3 C 0.77 m200.9 Right A 0.41 m81.6 A 0.20 m40.8 Left D 0.90 #82.8 C 0.75 #51.3 NB Through C 0.78 #109.8 A Right A A 0.43 #69.0 Left C 0.72 #44.9 E 1.00 #117.8 SB Through A B Right A A Overall Intersection E E Left A 0.60 m34.6 D 0.90 m83.1 EB Through A 0.26 m74.5 E 0.95 m206.3 Right A 0.05 m11.9 A 0.21 m18.3 Left B D 0.88 #78.8 WB Through E 0.91 #262.7 B Right A A Left B E 0.91 #85.6 NB Through B E 0.92 #132.5 Right A A Right B E 0.93 #116.1 SB Through A E 0.95 #167.0 cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 36

47 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Right C 0.71 #146.3 A Overall Intersection D E Upgrades: Signal Optimization / Double Westbound Left Turn Lane Left A 0.60 m34.6 D 0.90 m83.1 EB Through A 0.24 m70.0 E 0.91 m208.8 Right A 0.05 m11.9 A 0.20 m16.1 Left A B 0.70 #36.4 WB Through E 0.91 #262.7 C Right A A Left B D 0.86 #82.2 NB Through B D 0.90 #129.6 Right A A Left B D 0.89 #112.0 SB Through A E 0.93 #163.3 Right C 0.71 #146.3 A Overall Intersection D E EB Left / Right B 11.8 F NB Left / Through B 13.5 C 18.6 SB Through / Right B 15.8 F 70.2s Overall Intersection B 12.1 F Mer Bleu Renaud Road Upgrades: Signalized / Eastbound Left / Northbound Left / Southbound Right Left A C EB Right A A Left A A NB Through A A Through A B 0.70 #77.9 SB Right A A Overall Intersection A C th Percentile Queue (m) # - 95 th percentile volume exceeds capacity, queue may be longer V/C represents the anticipated volume divided by the predicted capacity m Volume for 95th percentile queue is metered by upstream signal. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 37

48 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table Future Background Operations for Unsignalized Intersections Unsignalized AM Peak Hour PM Peak Hour Approach/Movement Intersection LOS Delay (s) LOS Delay (s) WB Left / Right E 42.0 B 15.0 Tenth Line NB Through / Right A 0.0 A 0.0 Harvest Valley Avenue SB Left / Through A 5.8 A 4.1 Overall Intersection B 17.3 A 4.2 EB Left / Right B 11.8 F Mer Bleu NB Left / Through B 13.5 C 18.6 Renaud Road SB Through / Right B 15.8 F 70.2s Overall Intersection B 12.1 F Upgrades: Signalized / Eastbound Left / Northbound Left / Southbound Right: Refer to Table 9 cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 38

49 1 Innes Road 2 Mer Bleue Road Tenth Line Road Mattamy Stormwater 4 (East) 3 Management Mattamy Pond (West) Renaud Road Harvest Valley Ave Existing Stop Control Existing Lane Geometry Proposed Signal Proposed Lane Geometry Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2020 Proposed / ON, Canada K2C 3G4 Traffic Controls (Future Background) Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

50 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL Total Future (2020) Intersection Capacity Analysis Total future conditions are assessed to determine transportation improvements that may be required to accommodate traffic generated by the proposed development. The site trip generation and assignment assumptions outlined in Section 3.5 were applied to future background traffic volumes to predict total future traffic volumes. Furthermore, any improvements identified to address deficiencies predicted during 2020 future background conditions were carried forward in the assessment of 2020 total future conditions. Table 11 summarizes the 2020 total future intersection operations. The signalized intersection of Innes Road and Mer Bleue Road is forecasted to continue to experience capacity constraints during 2020 total future conditions. During the AM and PM peak hours several movements are expected to operate above or approach V/C As the site generated traffic only represents a small portion of the overall intersection volume, the increase in traffic from the proposed development has a marginal impact on the intersection operations. Based on the forecasted directional split of volumes further geometric upgrades will not significantly impact the LOS at this intersection. The signalized intersection of Innes Road and Tenth Line Road is also predicted to continue experiencing capacity constraints during 2020 total future conditions. During the AM and PM peak hours several movements are approaching V/C Site generated traffic only represents a small portion of the overall intersection volume, and are expected to have a marginal impact on the intersection operations. Based on the forecasted directional split of volumes further geometric upgrades will not significantly impact the LOS at this intersection. While both of the Innes Road intersections with Mer Bleue and Tenth Line Road are predicted to exhibit capacity constraints by the 2020 total future horizon it is important to note that existing or future traffic patterns along Innes Road were not explicitly altered to account for the Brian Coburn Boulevard extension to Navan Road. As Brian Coburn Boulevard is completed the additional capacity it will offer will undoubtedly cause traffic to redirect from Innes Road and relieve the congestion at the Mer Bleue and Tenth Line Road intersections. The implications of the Brian Coburn Boulevard extension are discussed in greater detail in Section 4.2. To accommodate the traffic generated by the eastern portion of Mattamy s development, the intersection of Tenth Line Road and Harvest Valley Road will become a four-legged intersection and will require traffic control signals by the 2020 total future horizon. Additionally, exclusive left turn lanes will be required on all approach legs of the intersection. Based on the volumes an exclusive southbound right turn lane is also likely to be required. With the additional lanes this intersection is shown to operate well during the AM and PM peak hours with no movements exceeding operational thresholds. The signalized intersection of Mer Bleue Road and Renaud Road will also become a four-legged intersection to accommodate traffic from the western portion of Mattamy s development. Additionally, exclusive left turn lanes are required on the southbound and westbound legs of the intersection. With cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 40

51 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 these improvements the intersection is shown to operate well during the AM and PM peak hours with no movements exceeding operational thresholds. Appendix D contains detailed intersection performance worksheets. Figure 18 illustrates the recommended intersection control and lane configuration required to accommodate 2020 future conditions. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 41

52 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table Total Future Operations for Signalized Intersections Signalized Intersection Mer Bleu Innes Road Tenth Line Innes Road Approach/Movement AM Peak Hour PM Peak Hour LOS V/C Q 1 (m) LOS V/C Q 1 (m) Left D 0.83 #35.2 D 0.82 #95.5 EB Through A F 1.04 #361.7 Right A A Left A 0.57 m22.0 E 0.97 m#56.3 WB Through E 0.96 m#330.0 C 0.77 m203.7 Right A 0.41 m78.9 A 0.20 m38.2 Left E 0.94 #88.3 C 0.75 #53.7 NB Through D 0.83 #121.0 A Right A A 0.47 #77.2 Left C 0.73 #45.7 F 1.05 #124.7 SB Through A B Right A A Overall Intersection E F Left A 0.60 m34.6 D 0.90 m80.6 EB Through A 0.24 m69.9 E 0.92 m204.2 Right A 0.06 m13.0 A 0.23 m17.1 Left A C 0.73 #38.9 WB Through E 0.91 #262.7 C 0.74 #137.7 Right A A Left C 0.72 #83.2 D 0.90 #89.0 NB Through B D 0.88 #127.2 Right A A Right B E 0.91 #115.4 SB Through A E 0.93 #165.1 Right C 0.71 #146.3 A Overall Intersection D E EB Left / Through / Right F 104.4s F 64.1 WB Left / Through / Right F 93.9s C 21.2 NB Left / Through / Right A 0.2s A 1.2 SB Left / Through / Right A 5.5s A 3.7 Tenth Line Harvest Valley Avenue Overall Intersection D A Upgrades: Signalized / Eastbound Left / Northbound Left / Southbound Right Left B 0.68 #27.8 A EB Through / Right A A Left A A WB Through / Right A A Left A A NB Through / Right A A cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 42

53 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Mer Bleu Renaud Road Left A A SB Through A A Right A A Overall Intersection A A Left A D 0.84 #168.5 EB Through / Right A A Left A A WB Through / Right A A Left A A NB Through / Right A A Left A A SB Through A C 0.73 #100.0 Right A A Overall Intersection A C th Percentile Queue (m) # - 95 th percentile volume exceeds capacity, queue may be longer V/C represents the anticipated volume divided by the predicted capacity m Volume for 95th percentile queue is metered by upstream signal. Table Total Future Intersection Operations for Unsignalized Intersections Unsignalized Intersection Approach/Movement AM Peak Hour PM Peak Hour LOS Delay (s) LOS Delay (s) EB Left / Through / Right F 104.4s F 64.1 WB Left /Through / Right F 93.9s C 21.2 Tenth Line Harvest Valley Avenue NB Left /Through / Right A 0.2s A 1.2 SB Left / Through / Right A 5.5s A 3.7 Overall Intersection D 41.7 A 7.5 Upgrades: Signalized / Eastbound Left / Northbound Left Refer to Table 11 cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 43

54 1 Innes Road 2 Mer Bleue Road Tenth Line Road Mattamy Stormwater 4 (East) 3 Management Mattamy Pond (West) Renaud Road Harvest Valley Ave Existing Signal Existing Lane Geometry Proposed Signal Proposed Lane Geometry Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2020 Proposed / ON, Canada K2C 3G4 Traffic Controls (Total Future) Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

55 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL Ultimate (2025) Intersection Capacity Analysis The City of Ottawa s TIA Guidelines require an assessment of transportation conditions five years beyond the anticipated build-out horizon of a given development. Ultimate future conditions for the 2025 horizon were examined to determine if other improvements may be required due to growth in background traffic volumes. The site trip generation and assignment assumptions outlined in Section 3.7 were applied to total future traffic volumes to predict 2025 ultimate traffic conditions. Furthermore, any improvements identified to address deficiencies predicted during 2020 total future conditions were carried forward in the assessment of 2025 ultimate conditions. Table 13 summarizes the 2025 ultimate intersection operations. The signalized intersection of Innes Road and Mer Bleue Road is projected to continue to experience capacity constraints during the 2025 ultimate horizon. During the AM and PM peak hours several movements are predicted to be above or approach a V/C of Based on the directional split of volumes further geometric upgrades will not significantly impact the LOS at this intersection. The signalized intersection of Innes Road and Tenth Line Road is expected to continue to experience capacity constraints during 2025 ultimate conditions. During the AM and PM peak hours several movements are expected to approach or exceed capacity. While both of the Innes Road intersections with Mer Bleue and Tenth Line Road are predicted to exhibit capacity constraints by the 2025 ultimate horizon it is important to note that existing or future traffic patterns along Innes Road were not explicitly altered to account for the Brian Coburn Boulevard extension to Navan Road. As Brian Coburn Boulevard is completed the additional capacity it will offer will undoubtedly cause traffic to redirect from Innes Road which will relieve the congestion predicted at the Mer Bleue and Tenth Line Road intersections. The implications of the Brian Coburn Boulevard extension are discussed in greater detail in Section 4.2. The signalized intersection of Tenth Line Road and Harvest Valley Road is projected to operate satisfactorily given the improvements identified for the 2020 total future horizon. The signalized intersection of Mer Bleue Road and Renaud Road will begin to experience increased delays during 2025 ultimate conditions with several individual movements expected to capacity. Signal timing adjustments permit the intersection to operate with no critical movements during the AM peak hour while during the PM peak a few movements are expected to exceed capacity. With the addition of a permitted and protected phase for the eastbound left turn, during the PM peak only, the intersection is anticipated to operate with no movements over capacity. Typically when a protected phase is introduced in the PM peak it is accompanied by the same protected phase in the AM peak. However, this was not utilized in this case as the level of service of the intersection decreased significantly with this upgrade. It is recommended that the operational characteristics of this intersection be monitored by the City of Ottawa to determine the optimal signal timing to serve the developing area. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 45

56 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Appendix D contains detailed intersection operation summaries. Figure 19 illustrates the future lane geometry and traffic control anticipated by cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 46

57 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table Ultimate Intersection Operations for Signalized Intersections Signalized Intersection Mer Bleu Innes Road Tenth Line Innes Road Tenth Line Harvest Valley Avenue EB WB NB SB EB WB NB SB EB WB NB SB Approach/Movement AM Peak Hour PM Peak Hour LOS V/C Q 1 (m) LOS V/C Q 1 (m) Left D 0.85 #36.4 D 0.83 #99.7 Through A F 1.10 #396.1 Right A A Left A 0.58 m21.5 F 1.12 m#57.2 Through F 1.06 m#363.5 D 0.83 m# Right A 0.46 m79.9 A 0.21 m33.9 Left F 1.05 #114.5 E 0.91 #73.5 Through E 0.94 #160.3 C 0.74 #85.7 Right A B 0.63 #103.4 Left D 0.88 #52.8 F 1.10 #131.9 Through A D 0.90 #143.6 Right A A Overall Intersection F F Left B 0.61 m34.5 E 0.97 m83.4 Through A 0.25 m72.6 E 0.98 m201.1 Right A 0.07 m16.9 A 0.29 m21.5 Left A D 0.90 #49.9 Through E 0.95 #282.3 C 0.77 #138.1 Right A A Left D 0.82 #101.9 E 0.99 #101.3 Through B E 0.94 #142.8 Right A A Right C 0.76 #52.0 E 0.94 #120.7 Through A E 1.00 #185.6 Right C 0.75 #159.1 A 0.57 #114.4 Overall Intersection E F Left B 0.70 #28.8 A Through / Right A A Left A A Through / Right A A Left A A Through / Right A A Left A A Through A A Right A A Overall Intersection A A cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 47

58 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 EB WB NB SB Left A E 0.94 #223.4 Through / Right A A Left A A Through / Right A A Left A F 1.88 #88.9 Through / Right D B Left A A 0.57 #57.5 Through / Right A E 0.93 #237.7 A A Mer Bleu Renaud Road Overall Intersection A F 1.33 Upgrades: Signal Optimization; Permitted and Protected Phase added for Eastbound Left Turn during PM peak only. Left E 0.94 #228.8 EB Through / Right A Left A WB Through / Right A Left D 0.88 #90.5 NB Through / Right A Left A SB Through / Right C 0.75 #224.8 Overall Intersection E th Percentile Queue (m) # - 95 th percentile volume exceeds capacity, queue may be longer V/C represents the anticipated volume divided by the predicted capacity m Volume for 95th percentile queue is metered by upstream signal. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 48

59 1 Innes Road 2 Mer Bleue Road Tenth Line Road Mattamy Stormwater 4 (East) 3 Management Mattamy Pond (West) Renaud Road Harvest Valley Ave Existing Signal Existing Lane Geometry Proposed Signal Proposed Lane Geometry Stantec Consulting Ltd. Figure: Clyde Avenue Title: 2025 Proposed / ON, Canada K2C 3G4 Traffic Controls (Ultimate) Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

60 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL SCREENLINE ANALYSIS The study area road network is anticipated to undergo significant changes by the ultimate study horizon, These changes may drastically alter the travel patterns in the region. As this redistribution of trips is difficult to predict and will ultimately vary based on the timing of the proposed upgrades, a screenline analysis was undertaken to examine the ultimate road network capacity. A screenline is an imaginary line that is drawn along the boundary of an area of interest. System capacity across a screenline is determined by the number of roads and travel lanes which cross the screenline. Typically, only arterial roads and collector roads are considered in terms of providing system capacity. Projected traffic demands are then compared to the available (or projected) capacity to determine if a shortfall in system capacity is anticipated. For the screenline analysis undertaken as part of this report, the study area roadways and traffic forecasts were used to the greatest extent possible to generate the screenline volumes. Where gaps in data existed, supplemental traffic projections were taken from the TRANS Committee s traffic model. The data from TRANS is available for 2011 and for 2031, AM peak only. To determine the volumes for each horizon (2020 and 2025) a linear interpolation was taken between 2011 and To determine the PM peak volumes an AM to PM peak conversion factor was provided by TRANS. This factor was specific to the Orleans area. In addition the predominant direction of travel was reversed for the PM peak. Appendix E contains detailed screenline diagrams as well as the data from TRANS Committee. For the subject site three screenlines were selected for analysis north, south and east of the proposed development. Figure 20 details in schematic the location of each of the three screenlines. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 50

61 West Screenline North Screenline Innes Road Brian Coburn Blvd Renaud Road South Screenline Navan Road Mer Bleue Road Tenth Line Road Stantec Consulting Ltd. Figure: Clyde Avenue Title: Screenline Locations ON, Canada K2C 3G4 Tel: (613) Project: 2405 Mer Bleue Road CTS Client: Mattamy Homes

62 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL Existing (2013) Screenline Analysis The screenline analysis for the existing conditions is summarized in Table 14, Table 15 and Table 16. The analysis shows that all three screenlines and all stations (i.e. locations along the screenlines) within have adequate capacity to accommodate the existing traffic that was observed at the study area intersections. Although the east screenline performs well overall the Innes Road station is approaching capacity in the peak directions of travel. Table 14 North Screenline 2013 North Screenline Northbound Southbound Tenth Line Road Mer Bleue Road Total AM PM AM PM AM PM Volume Capacity V/C LOS A A A B A A Volume Capacity V/C LOS A A A C A A Table 15 South Screenline 2013 Tenth Line Road Mer Bleue Road Total South Screenline AM PM AM PM AM PM Volume Northbound Capacity V/C LOS A A A A A A Volume Southbound Capacity V/C LOS A A A A A A cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 52

63 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table 16 West Screenline 2013 Innes Road Renaud Road Navan Road Total West Screenline AM PM AM PM AM PM AM PM Volume Eastbound Capacity V/C LOS A D A A A A A B Volume Westbound Capacity V/C LOS D A A A A A B A Future Background (2020) Screenline Analysis The screenline analysis for predicted 2020 future background conditions was undertaken based on the predicted volumes at the study area intersections. The results of the screenline analysis are summarized in Table 17, Table 18 and Table 19. Consistent with the TMP, it is anticipated that by 2020 the Brian Coburn Boulevard extension to Navan Road will be completed as a two-lane cross-section. The additional capacity from this facility is reflected in the tables below. Additionally, it has been assumed that the widening of both Tenth Line Road and Mer Bleue Road will have occurred to at least the southern screenline. The additional capacity from these widenings has been reflected in the capacities assigned to each road in the southern screenline table. Overall there is adequate capacity to meet the demand along each screenline. Consistent with the earlier findings the Innes Road station is approaching capacity in the peak directions of travel. As noted in earlier sections of this report, while background traffic were assigned to the Brian Coburn Boulevard extension, and while 2020 volumes along Brian Coburn Boulevard were determined through TRANS data, no reassignment of the existing traffic was undertaken. Given that the Brian Coburn Boulevard represents an attractive route to relieve the congestion along Innes Road it is likely that in the fullness of time, there will be a significant diversion of traffic from Innes Road to Brian Coburn Boulevard. At a screenline level traffic will balance between these two facilities and thereby utilize the available residual capacity offered. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 53

64 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table 17 North Screenline Future Background 2020 North Screenline Northbound Southbound Tenth Line Road Mer Bleue Road Total AM PM AM PM AM PM Volume Capacity V/C LOS A A A B A A Volume Capacity V/C LOS A A A C A B Table 18 South Screenline Background 2020 South Screenline Northbound Southbound Tenth Line Road Mer Bleue Road Total AM PM AM PM AM PM Volume Capacity V/C LOS A A A A A A Volume Capacity V/C LOS A A A A A A Table 19 West Screenline Background 2020 Innes Road Brian Coburn Renaud Road Navan Road Total West Screenline Boulevard AM PM AM PM AM PM AM PM AM PM Volume Eastbound Capacity V/C LOS A E A A A B A A A C Volume Westbound Capacity V/C LOS E B A A A A A A B A cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 54

65 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL Total Future (2020) Screenline Analysis The screenline analysis for the 2020 total future horizon was undertaken based on the predicted volumes at the study area intersections. The results of the screenline analysis are summarized in Table 20, Table 21 and Table 22. The upgrades discussed in Section are also reflected in the analysis below. No further upgrades are anticipated to occur at a screenline level based on the addition of the proposed development. Overall there is adequate system capacity to meet the projected traffic demands across each screenline. The Innes Road station is expected to operate at capacity. As noted previously, while background traffic and site trips were assigned to Brian Coburn Boulevard and while 2020 volumes along Brian Coburn Boulevard were taken from the TRANS data, no explicit reassignment of existing traffic volumes was undertaken to reflect this new facility. Given that the Brian Coburn Boulevard represents an attractive route to relieve the congestion along Innes Road it is likely there will be a significant diversion of traffic from Innes Road to Brian Coburn Boulevard. At a screenline level traffic will tend to find the path of least resistance thereby achieving a balance where residual capacity exists. North Screenline Northbound Southbound Table 20 North Screenline Total Future 2020 Tenth Line Road Mer Bleue Road Total AM PM AM PM AM PM Volume Capacity V/C LOS A A A B A A Volume Capacity V/C LOS A A A C A B cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 55

66 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 South Screenline Northbound Southbound Table 21 South Screenline Total Future 2020 Tenth Line Road Mer Bleue Road Total AM PM AM PM AM PM Volume Capacity V/C LOS A A A A A A Volume Capacity V/C LOS A A A A A A Table 22 West Screenline Total Future 2020 Innes Road Brian Coburn Renaud Road Navan Road Total West Screenline Boulevard AM PM AM PM AM PM AM PM AM PM Volume Eastbound Capacity V/C LOS A E A B A B A A A C Volume Westbound Capacity V/C LOS F B A A A A A A B A Ultimate (2025) Screenline Analysis The screenline analysis for predicted 2025 ultimate conditions was undertaken based on the predicted volumes at the study area intersections. The results of the screenline analysis are summarized in Table 23, Table 24 and Table 25. The upgrades discussed in Section are also reflected in the analysis below. At a screenline level there is adequate system capacity to meet the projected traffic demands across each screenline. Overall there is adequate system capacity to meet the projected traffic demand across each screenline. Without adjustments to reflect the available residual capacity on the other arterials, on its own, the Innes Road link is expected to exceed capacity. In addition the Brian Coburn Boulevard link is also expected to exceed capacity as a two-lane facility (i.e. with one lane in each direction). By this horizon, development is anticipated to have proceeded south of Renaud Road. Given the anticipated location of development intensification, new residents will utilize the remaining residual capacity available on Navan Road. Overall cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 56

67 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 the west screenline is not expected to exceed the capacity that is anticipated to be in place by It should be noted that during the PM peak hour the eastbound direction is approaching capacity, with a V/C ratio of There are long term upgrades (beyond 2031) that consider solutions that would address potential future deficiencies that may occur beyond the study horizons assessed in this study. As these are beyond the TMP horizon and outside of the study horizon the timing and nature of these upgrades was not considered in this report. Table 23 North Screenline Ultimate 2025 North Screenline Northbound Southbound Tenth Line Road Mer Bleue Road Total AM PM AM PM AM PM Volume Capacity V/C LOS A A A C A A Volume Capacity V/C LOS A A A D A B Table 24 South Screenline Ultimate 2025 Tenth Line Road Mer Bleue Road Total South Screenline AM PM AM PM AM PM Volume Northbound Capacity V/C LOS A A A A A A Volume Southbound Capacity V/C LOS A A A A A A cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 57

68 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 Table 25 West Screenline Ultimate 2025 Innes Road Brian Coburn Renaud Road Navan Road Total West Screenline Boulevard AM PM AM PM AM PM AM PM AM PM Volume Eastbound Capacity V/C LOS A F A F A D A A A E Volume Westbound Capacity V/C LOS F C E A B A A A C A cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 58

69 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL SUMMARY AND CONCLUSIONS The Community Transportation Study for the proposed development has found the following: Mattamy s proposed development at 2405 Mer Bleue Road is roughly 44 ha in size and will feature approximately 810 residential units. The final total number of units, however, is subject to change as each phase of development proceeds. Construction of the proposed development is anticipated to commence by 2015 and be completed by The proposed development will include approximately 810 residential units comprised of 430 single family detached dwellings, 261 townhouse units and 120 village homes (apartments). The development is expected to generate approximately 330 auto trips during the AM peak hour and roughly 530 auto trips during the PM peak hour. Transportation access to the development will be facilitated by two new accesses to the boundary road network. These accesses will create the fourth leg of the existing intersections at Tenth Line Road / Harvest Valley Avenue and Mer Bleue Road / Renaud Road. The study area is well served by transit and there are good opportunities to extend or reroute transit to serve the site. Furthermore, Innes Road and Brian Coburn Boulevard are designated transit priority corridors. To address existing operational constraints an additional westbound left turn lane is recommended at the intersection of Mer Bleue Road and Innes Road. Signal timing changes would also be required to accommodate the proposed dual westbound left turn lane configuration. By the 2020 future background horizon, the intersection of Innes Road and Tenth Line Road will require an additional westbound left turn lane. In addition, the intersection of Mer Bleue Road and Renaud Road will require signalization and exclusive left turn lanes on the northbound and eastbound approaches and an exclusive right turn lane on the southbound approach. The intersection of Tenth Line Road and Harvest Valley Avenue would continue to function as an unsignalized intersection and is expected to operate at a good level of service. By the 2020 total future horizon the site access intersections with Mer Bleue and Tenth Line will be created. These intersections will require exclusive left turn lanes to balance those required during 2020 future background conditions. The intersection of Harvest Valley and Tenth Line Road will require signalization and exclusive left turn lanes on all approaches. Based on the volumes along Tenth Line a southbound right turn lane into the proposed development will also be required. By the 2025 ultimate horizon the intersections with Innes Road are expected to experience capacity constraints; however, the completion of Brian Coburn Boulevard to Navan Road will ease the congestion projected along Innes Road by offering an alternative east-west travel corridor. This conclusion is supported by the assessment of screenline system capacity. cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 59

70 2405 MER BLEUE, ORLEANS, (OTTAWA), ON COMMUNITY TRANSPORTATION STUDY APRIL 2014 The screenline analysis determined that under each horizon there is adequate screenline capacity across each screenline to accommodate the anticipated future travel demands. Based on the transportation evaluation and the impacts that have been anticipated in this study, the proposed development at 2405 Mer Bleue Road should be permitted to proceed to the next phase of the approvals process. ***** STANTEC CONSULTING LTD. Robert Vastag, MCIP, RPP Project Manager, Senior Transportation Planner Mark Crockford, P. Eng. Transportation Engineer cm w:\active\ _bisson_traffic_study\traffic\report\final tis\ _bisson_cts_synchro_update_rv.docx 60

71 Appendix A Traffic Data

72

73 Intersection 1: Innes Road / Mer Bleue Road Northbound Southbound Eastbound Westbound Left Through Right Left Through Right Left Through Right Left Through Right Totals Peak Movements Total Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 6:45 7: :00 7: :15 7: :30 7: :45 8: :00 8: :15 8: :30 8: AM Totals % 4:00 4: :15 4: :30 4: :45 5: :00 5: :15 5: :30 5: :45 6: PM Totals % Intersection 2: Innes Road / Tenth Line Road Northbound Southbound Eastbound Westbound Left Through Right Left Through Right Left Through Right Left Through Right Totals Peak Movements Total Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 6:45 7: :00 7: :15 7: :30 7: :45 8: :00 8: :15 8: :30 8: AM Totals % 4:00 4: :15 4: :30 4: :45 5: :00 5: :15 5: :30 5: :45 6: PM Totals %

74

75 Intersection 3: Tenth Line Road / Harvest Valley Avenue Northbound Southbound Westbound Through Right Left Through Left Right Totals Peak Movements Total Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies NBT NBR SBL SBT WBL WBR 7:00 7: :15 7: :30 7: :45 8: :00 8: :15 8: :30 8: :45 9: :00 9: :15 9: :30 9: :45 10: AM Totals % 11:30 11: :45 12: :00 12: :15 12: :30 12: :45 1: :00 1: :15 1: Midday Totals % 3:00 3: :15 3: :30 3: :45 4: :00 4: :15 4: :30 4: :45 5: :00 5: :15 5: :30 5: :45 6: PM Totals %

76 Intersection 4: Mer Bleue Road / Renaud Road Northbound Southbound Eastbound Left Through Through Right Left Right Totals Peak Movements Total Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies Autos Heavies NBL NBT SBT SBR EBL EBR 7:00 7: :15 7: :30 7: :45 8: :00 8: :15 8: :30 8: :45 9: :00 9: :15 9: :30 9: :45 10: AM Totals % 11:30 11: :45 12: :00 12: :15 12: :30 12: :45 1: :00 1: :15 1: Midday Totals % 3:00 3: :15 3: :30 3: :45 4: :00 4: :15 4: :30 4: :45 5: :00 5: :15 5: :30 5: :45 6: PM Totals %

77

78

79

80

81