Re: Addendum No. 4 Transportation Overview 146 Mountshannon Drive Ottawa, Ontario

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1 April 18 th, 2017 Mr. Kevin Yemm Vice President, Land Development Richraft Group of Companies 2280 St. Laurent Boulevard, Suite 201 Ottawa, Ontario (Tel: / keviny@richcraft.com) Re: Addendum No. 4 Transportation Overview 146 Mountshannon Drive Ottawa, Ontario The original February 2010 Traffic Impact Brief (TIB) completed and submitted to the City of Ottawa addressed the transportation and traffic issues in relation to the development application supporting the proposed 210 stacked residential units at Mountshannon Drive. Subsequent to the February 2010 submission: Addendum No.1 Letter Report (January 31 st, 2011) was completed and submitted to the City for review, which addressed the changes to the development application from 210 stacked units to 182 units (160 stacked units and 22 townhouses); The site plan was further revised and Addendum No.2 (May 18 th, 2011) was produced and submitted to the City for review. The Addendum No.2 Letter Report reviewed the visitor parking supply for the proposed development and compared it to the City of Ottawa Zoning By-Law; and Subsequent to Addendum No.2, City of Ottawa responded with technical comments (July 29 th, 2011), which indicated that the Traffic Impact Brief did not account for transit modal split. Addendum No.3 (September 1 st, 2011) was produced to address the transit modal split. Subsequent to all of the above, the site plan (See Exhibit 1) is now revised to include 174 units (42-B2B Townhomes, 84-B2B Terrace Homes and 48-Terrace Homes). The majority of the proposed development would continue to be served by the proposed site access opposite Sutcliffe Terrace, with 21 driveways fronting Mountshannon Drive. The Transportation Overview will update the previous studies and include the following: A. Existing Conditions Traffic Volumes and Analysis B. Revised Site Traffic Volumes C. Forecast (Build-out) Conditions - Traffic Volumes and Analysis D. Qualitative Assessment of the Proposed Site E. Findings and Conclusions 2460 Lancaster Road, Suite 200, Ottawa, Ontario, K1B 4S5 Telephone (613) Fax: (613)

2 70m 90m Exhibit 1: Revised Site Plan (174 Units) 2

3 A. Existing Conditions Traffic Volumes and Analysis Existing recent traffic counts were undertaken (on April 10 th, 2017) for the Mountshannon Drive / Sutcliffe Terrace intersection during the morning (7am-9am) and afternoon (3pm-6pm) peak periods of travel demand. Exhibit 2 illustrates the updated existing traffic volumes. A review of the updated existing traffic conditions indicates: The dominant direction of travel along Mountshannon Drive during the morning peak hour of travel demand was in the northbound direction. During the afternoon peak hour, the dominant direction of vehicle traffic switched to the southbound direction; and Average peak hour two-way traffic volumes on Mountshannon Drive were determined to be approximately 360 vehicles-per-hour (vph) during the morning peak hour and 355 vph during the afternoon peak hour. [This compares to the existing 2010 morning peak hour traffic volumes of 350 vph recorded in the previous study but is higher than the afternoon peak hour, which was recorded to be 280 vph back in 2010]. The traffic analysis indicates that the intersection of Mountshannon Drive / Sutcliffe Terrace continues to operate at a satisfactory level of service LOS A during both peak hours of travel demand (See Annex A ). B. Revised Site Traffic Volumes Exhibit 2: Existing 2017 Traffic Volumes Traffic generated by the proposed development was determined by referencing ITE: Trip Generation Manual (Institute of Transportation Engineers, 8 th, Edition). Table 1 summarizes the trip generation rates for the proposed development. 3

4 Table 1: Trip Generation Rates Split Rate per unit Peak Period Rate IN OUT AM % 83% Townhomes PM % 33% It is considered good practice to convert the vehicle trips to person trips given that the site surveyed in the ITE trip generation manual are in suburban areas with low non-auto mode share. To convert the vehicle trips to person trips, a factor of 1.3 was used. Table 2 depicts the person trips rate for each land use. Table 2 Adjusted Person-Trip Rates Land use Peak Period Rate Townhouse/Condo (Land Use 230) AM 0.57 PM 0.68 The number of cars generated from the site has been estimated by categorizing person trips by modal share. The modal share assumptions used in this study are based on the 2011 Trans-OD Study South Nepean area. Table 3 below depicts the forecast traffic generated by each travel mode for the proposed development. Travel Mode Table 3: Site Generated Traffic Volumes Mode Share AM PM In Out Total In Out Total Auto Driver 70% Auto Passenger 15% Transit 10% Non-Auto 5% Total Person Trips 100% Total "Residential" Auto Trips The proposed site is anticipated to generate less than 60 auto vehicle trips during the peak direction of peak hour of travel demand. This translates to a frequency of a single vehicle every minute. C. Forecast (Build-Out ) Conditions Traffic Volumes and Analysis For the purpose of this analysis, through traffic on Mountshannon Drive was assumed to increase at an annual rate of 3 percent. The forecast (build-out) traffic volumes were produced by superimposing the site traffic volumes and background growth (along Mountshannon Drive). Annex B illustrates the forecast (build-out) traffic volumes for both peak hours of travel demand. The forecast traffic analysis indicates that the intersection of Mountshannon Drive / Sutcliffe Terrace continues to operate at a satisfactory LOS A during both peak hours of travel demand assuming a 4-leg All-Way Stop Control. Annex C illustrates the detailed Synchro TM files. 4

5 D. Qualitative Assessment of the Proposed Site The proposed site is, for the most part, surrounded by residential land uses. The site plan proposes a single full movement access that connects to a collector roadway (Mountshannon Drive). The site provides access along a major collector (Longfields Drive) that in turns provides connection to arterial roads (such as Woodroffe Avenue and Fallowfield Road). Also, the proposed site provides access to other modes of transportation with bus stops located along Mountshannon Drive (east and west of the proposed site access) and the Longfields transit station within a kilometer of the site. The proposed site is forecasted to generate less than 60 auto vehicles during the peak direction of travel demand. This is anticipated to result in negligible impact on the adjacent roadways and intersections within the study area. E. Findings and Conclusions The proposed development is forecasted to result in less than 60 auto vehicles during the peak direction of peak hour. This results in an average frequency of a single vehicle every minute. The proposed site access opposite Sutcliffe Terrace is anticipated to accommodate the site generated traffic volumes. The 4-leg All-Way STOP controlled intersection of Mountshannon Drive / Sutcliffe Terrace continues to operate at satisfactory LOS A assuming the revised site plan. The proposed site provides convenient access to collector and arterial roadways and also to other mode of transportations. Based on the above findings, the City of Ottawa is encouraged to assemble the appropriate conditions for development approval that would permit the development application to proceed. Yours Truly, Arman Matti, P.Eng. Transportation Engineer Castleglenn Consultants Inc. 5

6 Annex A Existing Traffic Analysis Annex A

7 HCM Unsignalized Intersection Capacity Analysis Existing 2017 Analysis - AM 3: Mountshannon & Sutcliffe 4/14/2017 Movement SEL SER NEL NET SWT SWR Lane Configurations Sign Control Stop Stop Stop Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # SE 1 NE 1 SW 1 Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS A A A Intersection Summary Delay 8.5 Level of Service A Intersection Capacity Utilization 32.9% ICU Level of Service A Analysis Period (min) 15 4/14/2017 Baseline Synchro 8 Report Page 1

8 HCM Unsignalized Intersection Capacity Analysis Existing 2017 Analysis - PM 3: Mountshannon & Sutcliffe 4/14/2017 Movement SEL SER NEL NET SWT SWR Lane Configurations Sign Control Stop Stop Stop Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # SE 1 NE 1 SW 1 Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS A A A Intersection Summary Delay 8.4 Level of Service A Intersection Capacity Utilization 30.6% ICU Level of Service A Analysis Period (min) 15 4/14/2017 Baseline Synchro 8 Report Page 1

9 Annex B Forecast (Build-Out) Traffic Volumes Annex B

10 23(17) 19(19) 38(18) 20(10) ` 10(17) 229(98) 4(19) 7(44) 115(207) 8(36) 24(29) 42(36) 58(28) 12(55) 146 Mountshannon Exhibit B-1: Forecast Build-Out Traffic Volumes 29(36) 258(134) 42(36) 290(133

11 Annex C Forecast (Build-Out) Traffic Analysis Annex C

12 HCM Unsignalized Intersection Capacity Analysis Forecast Build-out Analysis - AM 3: Mountshannon & Site Access/Sutcliffe 4/14/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # SE 1 NW 1 NE 1 SW 1 Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS A A A A Intersection Summary Delay 8.8 Level of Service A Intersection Capacity Utilization 31.4% ICU Level of Service A Analysis Period (min) 15 4/14/2017 Baseline Synchro 8 Report Page 1

13 HCM Unsignalized Intersection Capacity Analysis Forecast Build-out Analysis - PM 3: Mountshannon & Site Access/Sutcliffe 4/14/2017 Movement SEL SET SER NWL NWT NWR NEL NET NER SWL SWT SWR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # SE 1 NW 1 NE 1 SW 1 Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS A A A A Intersection Summary Delay 9.0 Level of Service A Intersection Capacity Utilization 35.6% ICU Level of Service A Analysis Period (min) 15 4/14/2017 Baseline Synchro 8 Report Page 1

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