CastleGlenn Consultants Inc.

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1 February 1 st, 2010 CastleGlenn Consultants Inc. Engineers, Project Managers & Planners Mr. Kevin Yemm Planning and Land Development Richraft Ltd St. Laurent Boulevard Suite 201 Ottawa, Ontario (Tel: / Fax: / keviny@richcraft.com) Re: Traffic Impact Brief: Mountshannon Drive (at Sutcliffe Terrace) This letter report serves as an update to the Mountshannon Traffic Evaluation and Assessment (May 3 rd, 2004) document. The purpose of this letter report is to address the transportation and traffic issues in relation to a development application supporting the Proposed Townhouse Development (210 units) within the Barrhaven community. (The previous 2004 submission addressed the impact of 86 dwelling units.) This letter is intended to satisfy the requirements of a Transportation Impact Brief (TIB) as described within the City of Ottawa s Transportation Impact Assessment Guidelines (October 2006). A. The Proposed Development The proposed Richcraft site would see the land bordered to the northwest by Mountshannon Drive, St. Lukes Separate Elementary School to the east, Mulligan Park to the north and existing residential developments to the south and east (See Exhibit A-1 ) be developed to provide 210 residential units for the community of Barrhaven. A full movement private access which would convert the existing T all-way STOP-controlled Mountshannon Drive/Sutcliffe Terrace intersection to a 4-leg all-way STOP-controlled intersection with the advent of the new east leg of the intersection forming the main access to the proposed residential units. Proposed Access Arrangement The Mountshannon Drive/Sutcliffe Terrace intersection is located approximately 70 meters south of James Long Court and 90m north of Daventry Crescent. (See Exhibit A-2 : Site Plan and Access Arrangement) Exhibit A-2 illustrates the proposed site plan and access arrangement with each of the access along Mountshannon Drive numbered from 1-to Lancaster Road, Suite 200, Ottawa, Ontario, K1B 4S5 Telephone (613) Fax: (613)

2 Mulligan Park St. Luke s Elementary School Proposed Richcraft Residential Development All-Way STOP-Control Minor Leg STOP-Control Exhibit A-1: Study Area STOP-Control Page - 2 of 16 -

3 Proposed private access 70m 90m Residential Townhouses Existing Sutcliffe east-leg Exhibit A-2: Site Plan and Access Arrangement Page - 3 of 16 -

4 B. Existing Conditions Current Zoning The proposed site is currently defined within the City of Ottawa Zoning By-law as R3Z [1193] or Residential Third Density Zone (Part 6 City of Ottawa Residential Zones sections ). The Study Area The area within the immediate vicinity of the proposed site is for the most part surrounded by residential land uses. Educational Institutions The following institutions are located within the general vicinity of the proposed development: St. Luke School and Mountshannon School Age Program: is located immediately east of Mulligan Park approximately 100m east of the proposed residential townhouses; Little Scholar s Montessori Daycare: is located at the north-west quadrant of the Woodroffe Ave/Longfield T-intersection approximately 580m east of the proposed site; Centre de L enfant aux 4 Vents: is located at the north-west quadrant of the Woodroffe Ave/Claridge Rd T-intersection approximately 800m south of the proposed site; Garderie and Centre Educatif Cooperatif Le Manege Inc: is located at the north-west quadrant of Mountshannon Dr./Longfield T-intersection approximately 630m south of the proposed site; and Mother Teresa Catholic High School: is located at the south-east quadrant of Mountshannon Dr. /Longfield T-intersection approximately 500m south of the proposed site. Roads within the Study Area The City of Ottawa s Transportation Master Transportation Plan 1 outlines the roadway classifications and operational characteristics of the supporting roadway network. Mountshannon Drive 2 is defined as a collector roadway that provides for two lanes of travel (one-lane-per-direction) and has a posted speed limit of 40 km/hr within the vicinity of the proposed development; Longfields Drive 3 is defined as a major collector roadway that provides for two lanes of travel (one-lane-per-direction) and has a posted speed limit of 40 km/hr within the vicinity of the development; and The local roadway noted above connect to the system of arterial roadways surrounding the community which include: Woodroffe Avenue 4 which provides north-south service in the form of 1 Transportation Master Transportation Plan, November 2008 Publication 19-82, Map 6 2 Ibid: Map 6 3 Ibid: Map 6 4 Ibid: Map 6 Page - 4 of 16 -

5 a 4-lane (two-lane-per-direction) roadway. The corridor has a posted speed limit of 80 km/hr in the vicinity of the development; and Fallowfield Road 5 which provides east-west service in the form of a 4-lane arterial roadway between Greenbank Rd. and Woodroffe Ave. The corridor has a posted speed limit of 80 km/hr in the vicinity of the proposed development. Future Arterial Roadway Improvement Initiative A review of City documents (See footnotes) indicates that the City is proposing a number of improvements to the arterial roadway network serving the community which include: The Strandherd Drive Extension (4-lane cross-section) from Woodroffe Avenue to Prince of Wales Drive (Implementation Plan Phase-I: ) 6 ; The Strandherd Drive Bridge between Prince of Wales Drive and Earl Armstrong Road; The Fallowfield Road Widening from two-to-four lanes between Woodroffe Avenue and Prince of Wales (Implementation Plan: Phase-III: ) 7 ; The Longfields Drive Extension between Woodroffe Avenue and Merivale Road; and Other projects in the area within current planning/construction process include the southerly extension of Longfields drive (4-lanes) between Strandherd Drive and Jockvale Road, the widening of Greenbank Road north of Strandherd to Malvern Drive, in addition to the southerly extension of the bus rapid transit corridor. Major Intersections Exhibit A-1 illustrates the location of the thirteen intersections along the Mountshannon corridor in the vicinity of the proposed development. The existing configurations of the three intersections illustrated in Exhibit A-2 are as follows: 1. Mountshannon Dr. /Daventry Crescent Intersection: The eastleg STOP-Controlled intersection is located approximately 90m south of the Sutcliffe Terrace intersection. The Daventry Crescent intersection is characterized by one lane of travel in each direction with shared left/right turn in westbound direction; shared thru/left-turn in the southbound direction and shared thru/right-turn in the northbound direction. Mt. Shannon Dr. / Daventry Crescent Mt. Shannon Dr. / Sutcliffe Terrace 2. Mountshannon Dr. /Sutcliffe Terrace Intersection: The T-intersection is located opposite of the proposed residential development. The Sutcliffe Terrace intersection is characterized by one lane of travel in each direction with shared left/right turn in eastbound direction; shared thru/left-turn in the northbound direction and shared thru/right-turn in the southbound direction. 5 Ibid: Map 6 6 Transportation Master Transportation Plan, November 2008 Publication 19-82, page 79 and Map 10a 7 Transportation Master Transportation Plan, November 2008 Publication 19-82, page 81 and Map 10c Page - 5 of 16 -

6 3. Mountshannon Dr. /James Long Court Intersection: The west-leg STOP-Controlled intersection is located approximately 70m north of the Sutcliffe Terrace intersection. The James Long Ct. intersection is characterized by one lane of travel in each direction with shared left/right turn in eastbound direction; shared thru/left-turn in the northbound direction and shared thru/right-turn in the southbound direction. Other STOP-Controlled intersections along Mountshannon Drive include: Mt. Shannon Dr. / James Long Court Mountshannon Dr. /Longfield Drive Intersection; Mountshannon Dr. /Daventry Crescent Intersection; Mountshannon Dr. /Dewberry Crescent Intersection; Mountshannon Dr. /James Long Ct. Intersection; Mountshannon Dr. /Oriska Way Intersection; Mountshannon Dr. /Montana Way Intersection; Mountshannon Dr. / Earl Mulligan Dr. Intersection; Mountshannon Dr. / Woodford Way; and Mountshannon Dr. / Whitegate Crescent Intersection (2 accesses along Mountshannon Dr.). C. Existing Transit Provisions Exhibit C illustrates the provision of transit service routes and the general location of transit stops and routes available within the vicinity of the proposed Richcraft residential development. The exhibit indicates that OC Transpo offers over three types of transit service to the surrounding development and the adjoining communities. The closest bus stops to the proposed site are conveniently located approximately 30m south and north of Sutcliffe Terrace Drive. Table C-1 indicates that the area is served with over 130 weekday transite runs, 50 Saturday runs and 50 Sunday runs serving the overall community. Also, Exhibit C illustrates and Table C-1 indicates the 5 transit routes providing service in the vicinity of the proposed site. Table C-1: Current Transit Service Route Colour Type of Service # of Routes Route Numbers Black Routes Dark Red Routes Regular All Day Service School Routes 2 Green Routes Early Morning Routes 2 Obtained from OC Transpo website as of January 18 th, No. of Runs Weekdays Saturdays Sundays 170 (2 way Service) (2 Way Service) (2 Way Service) (2 Way Service) (2 Way Service) Total Number of Runs Page - 6 of 16 -

7 Mulligan Park Proposed Richcraft Residential Development St. Luke s Elementary School Bus Stop Number Exhibit C-1: Transit Stops in Vicinity of the Site D. Existing Cycling Characteristics The following documents were referenced as regards to cycling infrastructure: The 2008 City of Ottawa s Transportation Master Plan (Map 2 ) does indicate Fallowfield Road, Strandherd Drive and Woodroffe Avenue as on-road cycling routes. The City s on-line e-map indicates the pathway on Longfield Drive from Berrigan Drive to Woodroffe Avenue within the vicinity of the development to be an Existing Bike Lane Route. The Ottawa Cycling Plan (January 2008 Figure 3-4a) indicates Longfield Drive to be a Community Cycling Route, Woodroffe Avenue (between Longfiled Dr. and Fallowfield Rd) to be a Community Cycling Route and spine or city-wide cycling route and Fallowfield Road to be a spine or city-wide cycling route. Figure 3-5a & 3-5b of the same document indicates Longfield Drive and Fallowfield Road (between Greenbank Rd and Woodroffe Ave) to be an Existing Bicycling Lane and Woodroffe Avenue (between Longfiled Dr. and Fallowfield Rd ) to be an Existing Bicycle Lane, Existing Paved Shoulder and Proposed Off- Road Pathway in the vicinity of the proposed site. Figure 6-1a indicates the Page - 7 of 16 -

8 implementation schedule for the proposed Off-Road Pathway on Woodroffe Avenue (between Longfiled Dr. and Fallowfield Rd ) to be Short Term ( ). A review of current planning does not designate Mountshannon Drive as a designated cycling facility. Traffic counts performed on January 19 th, 2010 [morning (6:30 a.m.-to-9:30 a.m.) and afternoon (3:30 p.m. - to-6:30 p.m.)] indicated that Mountshannon Drive possessed very low cyclists activity during these winter conditions: 1 cyclist was observed turning onto Sutcliffe Terrace from NB-LT during the morning peak hour; and 1 cyclist was observed turning onto Sutcliffe Terrace from SB-RT during the afternoon peak hour of travel demand. Cycling counts during summer conditions were not available for review. E. Existing Pedestrian Characteristics Pedestrian traffic was recorded at the Mountshannon/Sutcliffe intersection on Tuesday, January 19 th, 2010 during the morning [6:30 a.m.-to-9:30 a.m.] and afternoon [3:30 p.m.-to-6:30 p.m.] peak hours of travel demand. Sutcliffe Terrace Pedestrian Traffic Crossing West Leg: A total of 20 pedestrians were observed during the 3-hour morning peak period (6:30-to-9:30 am) and 4 pedestrians were observed during the 3-hour afternoon peak period (3:30-to-6:30 pm) crossing Sutcliffe Terrace (Access 2) [During the site visit the primary pedestrian movements during the morning peak period were comprised of school related trips as school buses were observed to pick-up students north of Sutcliffe Terrace.]; Mountshannon Southbound Approach Pedestrian Traffic: A total of 17 pedestrians were observed during the 3-hour AM peak period (6:30-to-9:30 am) and 31 pedestrians were observed during the 3-hour PM peak period (3:30-to- 6:30 pm) crossing the south approach leg of Mountshannon Dr.; and Sutcliffe Terrace Pedestrian Traffic Crossing West Leg [AM: 20 peds. & PM: 4 peds] Mountshannon Northbound Approach Pedestrian Traffic [AM: 4 peds. & PM: 27 peds] Exhibit E-1: Pedestrian Crossing Mountshannon Southbound Approach Pedestrian Traffic [AM: 17 peds. & PM: 31 peds] Transit Stop Mountshannon Northbound Approach Pedestrian Traffic: A total of 4 and 27 pedestrians were observed crossing the north approach leg of Mountshannon Dr. during morning and afternoon peak periods respectively. School Bus Pickup Page - 8 of 16 - Transit Stop

9 Sidewalks exist along both sides of Mountshannon Drive and facilitate pedestrian activity along the corridor. The transit stop located in the south-east corner of the Mountshannon Drive /Sutcliffe Terrace intersection results in pedestrians using the sidewalk along the east side of Mountshannon Drive and crossing Mountshannon Drive (roughly equally) at both sides of the intersection. F. Existing Traffic Characteristics A site visit was undertaken on Wednesday January 20 th, 2010 to record the current roadway geometrics (roadway lane configuration, roadway width, driveway configuration etc.) and undertake observations concerning existing traffic patterns within the vicinity of the proposed site. Traffic counts were performed at the Mountshannon Dr. / Sutcliffe Terrace intersection on Tuesday January 19 th, 2010 during morning [6:30 a.m. -to-9:30 a.m,] and afternoon [3:30 p.m.-to-6:30 p.m.] peak hours of travel demand The morning and afternoon peak hours were determined to be between 7:15 a.m.-8:15 a.m. and 5:30 p.m.-6:30 p.m. respectively. Exhibit F-1 illustrates the resulting 2010 existing traffic volumes at the Mountshannon Dr. / Sutcliffe Terrace intersection. A review of the 2010 existing traffic volumes indicates that: The dominant direction of travel along Mountshannon Drive during the morning 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; Average peak hour two-way traffic volumes on Mountshannon Drive were determined during the January, 2010 traffic count to be approximately 350 vehicles-per-hour (vph) during the morning peak hour and 280 vph during the afternoon peak hour. [This compares to the background traffic used in the previous 2004 study which was approximately 310 vph during the morning peak hour and 320 vph during the afternoon peak hour of travel demand.]; and Traffic on Sutcliffe Terrace is light with two-way peak hour traffic volumes determined to be approximately 80 vph during the morning and afternoon peak hours. G. Existing Traffic Analysis Traffic operational characteristics associated with the Mountshannon Drive/Sutcliffe Terrace T intersection, was analyzed using intersection capacity software (Synchro 6 ) assuming morning and afternoon peak hour traffic operations. This intersection was found to operate at an overall LOS A during morning and afternoon peak hours of travel demand; The largest delay of 9 seconds was found to occur at the northbound direction during the morning peak hour of travel demand; and Page - 9 of 16 -

10 Mulligan Park ❸ St. Luke s Elementary School ❷ Proposed Richcraft Residential Development ❶ All-Way STOP-Control Minor Leg STOP-Control Exhibit F-1: Existing Traffic Volumes STOP-Control Page - 10 of 16 -

11 H. How Much Traffic Would the Proposed Site Generate? The Proposed Residential Townhouses Traffic generated by the proposed Richcraft residential site was determined by referencing literature 8 sources. The land use that was felt to most closely match the proposed residential development was as follows: Residential Condominium/Townhouse: [Land Use No. 230] defined as ownership units that have at least one other owned unit within the same building structure. Both condominiums and townhouses are included in this land use. Table H-1 indicates the traffic generation rates applicable to morning and afternoon peak hour of traffic on the adjacent roadway (Mountshannon Dr.): Table H-1: Trip Generation of Residential Condominium / Townhouse. Morning Peak hour Afternoon Peak Hour ` Avg. Rate % IN % OUT Avg. Rate % IN % OUT Residential Condominium / Townhouse % 83% % 33% The impact of the proposed Richcraft residential development (210 units) was determined to result in approximately (See Table H-2): 93 vehicles (16 inbound / 77 outbound) during the morning peak hour of travel demand; and 110 vehicles (74 inbound / 36 outbound) during the afternoon peak hour of travel demand. Table H-2: Site Generation Traffic Volumes Morning Peak hour Afternoon Peak Hour Type of Trips Total IN OUT Total IN OUT Residential Condominium / Townhouse Site Traffic Distribution Traffic generated by the proposed development was distributed in proportion to the current traffic flows along the Mountshannon Drive corridor. Table H-3 indicates the current traffic distribution patterns on Mountshannon Dr. / Sutcliffe Terrace intersection. 8 Trip Generation, 7 th Edition, Institute of Transportation Engineers Land Use 944, Pages 466 thru 476 Page - 11 of 16 -

12 Table H-3: Traffic Split Assumptions at Mountshannon Dr. / Sutcliffe Terrace Intersection Development Richcraft Residential Townhouses Morning Afternoon Westbound NB SB Westbound NB SB RT TH LT RT LT RT TH LT RT LT 68% 4% 28% 50% 50% 48% 4% 48% 30% 70% Growth in Background Traffic For the purposes of this traffic analysis, thru traffic on Mountshannon Drive was assumed to increase at an annual rate of 2 percent over the seven year period between the existing (2010) traffic volumes and the five year forecast (2017) beyond completion of the development (2012). I. Forecast Traffic Operations The forecast traffic generated by the proposed development was assigned to the roadway network and superimposed upon the current background traffic volumes (See Exhibit I-1 ). The traffic volumes were then analyzed using traffic operations analysis software [Synchro TM ] to assess overall forecast traffic operations along the corridor and at the proposed entrance to the site. This analysis, in concert with site observations, led to the following conclusions: Mountshannon Dr. / Sutcliffe Terrace intersection: There was no change in the overall Level-of-Service (LOS A ) from the existing traffic operation during the morning and afternoon peak hours of travel demand; The largest delay of 10 seconds was found to occur at the northbound direction during the morning peak hour of travel demand; and The westbound direction (which would be originated from the proposed residential development) was found to operate at a satisfactory level of service (LOS A ) with a delay of 8 seconds during the morning and afternoon peak hours of travel demand. Page - 12 of 16 -

13 Mulligan Park ❸ St. Luke s Elementary School ❷ Proposed Richcraft Residential Development ❶ All-Way STOP-Control Minor Leg STOP-Control Exhibit I-1: Forecast Traffic STOP-Control Page - 13 of 16 -

14 J. Intersection Spacing It is proposed that the existing Sutcliffe Terrace T-intersection be converted to a 4-leg intersection such that the new east-leg would directly align with the existing Sutcliffe Terrace access on the west side of Mountshannon Drive. The new private access would be used by motorist to enter/egress the proposed 210 residential units. The access is located 70m south of Mountshannon Dr. / James Long Court and 90m north of Mountshannon Dr. / Daventry Crescent intersection. Section of the Geometric Design Guide for Canadian Roads 9 would apply and indicates that in case of four-legged intersection assuming a collector road designation similar to that of Mountshannon Drive; The typical minimum spacing between adjacent intersections along a collector road is 60m. Hence, the TAC intersection spacing criteria is satisfied. K. Private Approach B-law Section 25(l)(ii) of the City of Ottawa s Private Approach By-law 10 was assumed to apply and indicates that in the case of a facility offering between 200-to-299 parking stalls, associated with an residential development: the separation distance between the private approach [Sutcliffe Terrace (Access 2)] and the nearest existing intersecting street line [James Long Court (Access 3)] would be 45m. The actual distance provided would be 70m and hence this criteria was determined to be satisfied. The proposed Mountshannon development would have 130m of frontage along Mountshannon Drive Under Section 25(a) (iv) of the City of Ottawa s Private Approach By-law the proposed site would fall under the designation of having: 46 meters to 150 meters of frontage, and hence, one two-way private approach and two one-way private approaches or two two-way private approaches 11 would be permitted. The extension of the east leg of the existing Sutcliffe Terrace Access (Access 2) would result in a single two-way private approach to the development. This satisfies the criteria outlined in the By-law. 9 Geometric Design Guide for Canadian Roads, Part 2, September 1999, page Source: Private Approach By-law No City of Ottawa Private Approach By-law No Page - 14 of 16 -

15 L. Qualitative Assessment of Traffic Impacts The City of Ottawa s Traffic Impact Assessment Guidelines (October 2006) indicate that a qualitative" assessment of the traffic impacts associated with the proposed site is required to address the needs of a Transportation Brief. The following points serve to provide this qualitative assessment of traffic impacts: Community impacts as a result of the addition of the proposed site can be considered insignificant as the traffic generated by the development is low [AM Peak Hour: 93trips (16 in/ 77 out) / PM Peak Hour: 110 trips (74 in/ 36 out)]. Forecast traffic operations at the Mountshannon Dr. / Sutcliffe Terrace intersection which would form the main access to the site was determined to be acceptable (LOS A ). The proposed new access associated with the proposed Richcraft residential site was determined to be in conformance with the City of Ottawa s Access Control By-law 12 and is anticipated not to affect any surrounding roadways or adjacent accesses. M. Conclusions The proposed development along Mountshannon Drive is anticipated to result in negligible change to the traffic patterns within the study; The proposed residential development can easily be accommodated in terms of traffic operations at the Mountshannon Dr. / Sutcliffe Terrace intersection; and The proposed access opposite of Sutcliffe Terrace is not anticipated to affect any surrounding roadways or adjacent accesses. The results indicate that the City of Ottawa should be encouraged to assemble the appropriate conditions for development approval that would permit the development application to proceed. It is our hope that this transportation brief meets with your approval. Please let us know if, and when, you submit it to City of Ottawa staff for review, to enable us to track the progress of the review process. Should you have any questions or concerns, please feel free to contact us at your convenience at (613) Yours truly, 12 City of Ottawa Private Approach By-law No Page - 15 of 16-

16 Arthur E. Gordon, B.A., P.Eng. Principal CastleGlenn Consultants Inc. Page - 16 of 16 -