19 July 2016 OUR REF:

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1 19 July 2016 OUR REF: Ontario Ltd. 320 McRae Street Ottawa, ON K1Z 5R8 Attention: Brian Casagrande Dear Brian: Re: 320 McRae/1976 Scott Redevelopment CTS Addendum #1 This Addendum has been prepared to address the comments received from the City of Ottawa with corresponding responses from Parsons. CITY COMMENTS TRANSPORTATION COMMENTS Comment 29: Projected volumes warrant a westbound right-turn lane at Richmond Road/McRae Street, however, development of this lane is not recommended given the existing conditions at this intersection and the projected acceptable LOS. Response 29: Agreed. Comment 42: An RMA is required for installation of the curb and sidewalk on Scott Street as currently none exists on this street. Following approval, a road design plan including a review of ROW drainage will be necessary. The sidewalk and other works within the ROW on Scott Street should be part of the road design and not shown on the site plan. The road design must review the connection to the existing road network and may include the need for pedestrian and cycling facilities outside the limits of the site plan. Response 42: Noted. AN RMA will be prepared at the Site Plan Approval stage. TRANSPORTATION PLANNING COMMENTS Comment 43: The CTS is to be prepared with consideration of multi-modal level-of-service (MMLOS) as per Council policy. Response 43: Considering the higher level nature of the CTS process and the potential variability in the Site Plan that will follow the OPA and Zoning application, the MMLOS for the various links, particularly as they relate to the connections to the Westboro Confederation Line station, will be considered and undertaken during the Traffic Impact Study stage of the development. Comment 44: The Complete Streets report and the MMLOS is on the City Council web site. Response 44: Noted. Comment 45: There is no discussion of accommodating the cyclist, many of them generated by this and other new development along McRae and by the streets critical role linking community pathways and cycling routes to the rapid transit station.

2 Response 45: According to the City s Cycling Plan, Scott Street, and Richmond Road are classified as Spine Routes. Dedicated bicycle facilities are currently provided in the form of bike lanes in both directions along Scott Street and Sharrows are proposed for McRae Avenue. Additionally, there is a multi-use off-road pathway currently provided along the north side of Scott Street. The Functional Design for the East-West Bikeway along Scott Street has been prepared by the City of Ottawa and is attached. The plan shows 2 m wide cycle tracks and 2 m wide sidewalks along both sides of Scott Street and parking bays are provided as certain locations along the roadway (adjacent to the north of the subject site). Comment 46: Scott Street will be used as alternative BRT corridors during the Stage 1 and Stage 2 construction of the LRT. Detours will start in 2016 and Stage 2 construction will continue to How will this impact the development and traffic circulation? Response 46: As this is a Zoning By-Law Amendment Application, no timeline for construction has been established. During the SPA, the Transportation Impact Study will assess the traffic impact of the Stage 2 LRT construction. Comment 47: The existing conditions evaluation does not note the pedestrian crossings of Scott at Tweedsmuir and Althone. How does this contribute to pedestrian circulation and what are the implications for vehicular movement? Response 47: There are two pedestrian signalized crossings located at the Tweedsmuir/Scott and Athlone/Scott intersections. These signalized crossings provide safe pedestrian access to the Westboro Transit Station. Some delay to vehicular traffic is expected from these two signals although this delay will have minimal impact on the site s vehicular operations. The signalized pedestrian crossings will be accesses further within the Transportation Impact Study at the time of SPA. Comment 48: Superstore Pathway and the continuity of pedestrian and cycling connections The study does not address the important role that McRae Ave plays as a local pedestrian and cycling link from Byron linear open space and walkway to the Westboro Station via the Superstore pathway. Response 48: With the construction of the adjacent development at 319 McRae Avenue, McRae Avenue is planned to have 2.0 to 2.4 m sidewalks along the east side of the roadway and sidewalks are planned fronting the proposed development. With regard to cycling, sharrows are planned for McRae Avenue and bike-boxes for left-turning cyclist are planned at the Richmond/McRae and Scott/McRae intersections. Comment 49: The site plan already identifies upgraded sidewalks in front of the development as part of its site repair works, but what other simple measures can be undertaken to improve the active transportation link along McRae and especially at the two intersections? Response 49: As mentioned in Response 48, sharrows are planned for McRae Avenue and bike-boxes for left-turning cyclist are planned at the Richmond/McRae and Scott/McRae intersections. Comment 50: There has been a Community Design Plan prepared for the Scott Street corridor. What are the implications of that plans recommendations for this development? Response 50: The Scott Street CDP does not apply to the subject area. The Richmond Road / Westboro CDP was reviewed and discussed in the Planning Rationale. Comment 51: There will be interim and long term changes to the Scott Street road cross section to address needs during the expansion of the LRT. How will this impact this development? Response 51: As this is a Zoning By-Law Amendment Application, no timeline for construction has been established. During the SPA, the Transportation Impact Study will assess the traffic impact of the Stage 2 LRT construction along Scott Street. 320 McRae/1976 Scott CTS Addendum #1 2

3 Comment 52: There are preliminary LRT station area plans including a draft pedestrian and cycling connectivity study prepared by the Stage 2 Office. Investigate and determine how this plan influences the development of this site and the provision of pedestrian and cycling facilities along McRae. Response 52: As mentioned in Response 45, the plans for the E-W Bikeway provide cycling and pedestrians facilities along Scott Street (see attached). These facilities are accommodated on this development s Site Plan. Comment 53: Trip generation, background growth, trip distribution and total projected trips, and modal splits are all reasonable assumptions. But further information on how the consulting team arrived at the modal share and comparison of it to the 2011 OD study is important to record in the document. Since this information is absent it is difficult to make more than a most general evaluation of the work. Response 53: The OD Survey results for the Ottawa West area are provided as Table 1. Table 1: OD Survey Ottawa West Area Trips by Primary Travel Mode AM Peak Period From Within To District District District Auto Drivers 46% 51% 33% Auto Passengers 11% 15% 15% Transit 31% 23% 4% Bicycle 6% 3% 6% Walk 4% 3% 33% Other 2% 5% 8% Trips by Primary Travel Mode PM Peak Period From Within To District District District Auto Drivers 55% 53% 32% Auto Passengers 16% 14% 10% Transit 21% 24% 4% Bicycle 3% 6% 7% Walk 3% 3% 45% Other 2% 1% 2% As shown in Table 1, the average vehicle trips travelling to/from the district during the morning and afternoon peak hours is approximately 50%. This is the value applied to the trip generation in the original CTS. With regard to auto passengers, the modal splits range between 10% to 15% and for non-motorized the splits range from 5% to 10% (to/from the district) and 40% to 50% (within the district). These values are reflected in the site s trip generation. With regards to transit model splits, as shown in Table 1, the OD survey recorded 20% to 30% transit trips travelling to/from the district. Given the location of the development and its proximity to the Westboro Transit Station, it is likely transit trips will be higher for the proposed development. In the future, with the construction of Phase 2 LRT, the transit model splits are expected to be even greater. For the purpose of this analysis, the transit modal splits were assumed to be in the range of 20% to 35%, as shown in the original CTS. Comment 54: A number of TDM measure were listed as could also be considered, but this development and CTS needs to incorporate these suggestions and they should implement them as part of the development. What TDM measures are being applied to the site? Refer to the Richmond Road / Westboro Transportation Management Implementation Plan, May 2011 by MRC and identify opportunities to apply TDM measures to this development. (This document is available from Steven Boyle, Transportation Policy City of Ottawa.) Response 54: Noted. TDM measures will be further addressed at the SPA stage. OC TRANSPO COMMENTS Comment 55: General Comments: OC Transpo is supportive of intensification in the vicinity of Transitway stations. Significant investments are currently being made to build a more transit friendly city and future improvements are also anticipated in the future. We do not have any concerns, questions or objections regarding the proposed zoning amendment. Response 55: Noted. 320 McRae/1976 Scott CTS Addendum #1 3

4 Comment 56: The following comments are provided regarding the Community Transportation Study (CTS): a) The underlying assumptions used to develop future travel demand are ambitious: horizon years will be analysed for the year 2017 representing full occupancy, and at the year 2022, which is 5-years beyond full build-out. b) If full occupancy is not achieve by 2017, the future background traffic volumes for the 5 year beyond full occupancy would not capture the influence of Phase 2 of the LRT which is schedule to be completed by We should ensure that the projected occupancy timelines are realistic. The outcome of these finding should govern potential amendments to the CTS. c) Section 3.3 Background Traffic Growth: With respect to the recommended westbound left-turn at the Scott/McRae intersection, we would like to share the following comment Route 2 currently makes this movement and we do not anticipate any changes in the future. The developer together with the City and Transit Services should consider different strategies to mitigate future traffic congestions and ensure the reliability of Route 2. d) Section 5 Transportation Demand Management: In the future, there will likely be an expectation that the area adjacent to Westboro Station should attain a high transit modal share where public transit will account for at least 65% of all trips. To help achieve this transit modal split, the City can encourage the implementation of early transit strategies in order to capture transit ridership during the early stage of the development. For example, the applicant could be required to provide one regular bus pass per month to one of the registered owners of a unit for a period of one year, starting the first day of the month following the month in which the purchaser takes possession of the residential unit. By engaging the applicant, early transit usage could be fostered while increasing the transit modal share which is in line with the Transportation Master Plan. It is noteworthy that a similar approach was used for the Convent lands located at 114 Richmond. Response 56: All of these comments are noted and will be addressed during the SPA phase where a TIS will be submitted to support the application. TRAFFIC SIGNALS Comment 57: Before excavating please call Ont1CALL ( ) for underground locates. Response 57: Noted and the proponent has been advised. Comment 58: There is existing underground traffic infrastructure that will be impacted by proposed construction. Due to the proposed changes in the existing roadway geometry, the City of Ottawa Traffic Operations Unit is required to assess the impact and complete a traffic signal plant relocation design. Response 58: Noted and the proponent has been advised. Comment 59: If the proposed modifications are approved for installation and RMA approved please forward an approved geometric detail design drawings (Dwg digital format NAD83 coordinates) including base mapping, existing/prop. Utilities, approved pavement markings drawing for detail traffic plant design lay out. Please send all digital (CADD) design files to Peter.Grajcar@ottawa.ca ( ext ). Response 59: Noted and the proponent has been advised. Comment 60: The proponent will be responsible for all costs including putting new signal on line, i.e. Bell com, in case the signal is not warranted. Response 60: Noted and the proponent has been advised. 320 McRae/1976 Scott CTS Addendum #1 4

5 TRAFFIC ENGINEERING AND CONTROL Comment 61: Should include the following signals in close proximity to the site: Scott Street and Athlone Avenue (Intersection Pedestrian Signal) Scott Street and Lanark Avenue Response 61: These intersections will be included in the TIS that will support the SPA. Comment 62: Although IPS signals are difficult to model in Synchro, there are heavy pedestrian volumes crossing Scott Street and as the CTS report mentions, Westboro Transitway Station will attract many pedestrians from the development. Therefore, these additional actuations would be good to show in the model since they will affect the flow of traffic on Scott Street. Response 62: Noted and agreed. We will endevour to model these signals in the TIS that will support the SPA. Comment 63: Pedestrian volumes in Synchro should be reviewed. Many do not match what is shown in the traffic count reports issued by the City. Response 63: Pedestrian volumes at the Scott/Tweedsmuir and Scott/McRae intersections have been updated in the Synchro model and the resulting revised existing intersection performance is summarized in Table 2. Table 2: Revised Existing Intersection Performance Intersection LoS Weekday AM Peak (PM Peak) Critical Movement Intersection as a Whole max. v/c or avg. delay (s) Movement Delay (s) LoS v/c Scott/Tweedsmuir B(C) 12.9(16.4) NBT(NBT) 0.6(0.9) - - Scott/McRae C(C) 16.4(17.3) NBL(NBL) 3.1(4.3) - - As shown in Table 2, given the revised pedestrian volumes, the revised intersection performance at the Scott/Tweedsmuir and Scott/McRae intersections is similar to the results outlined in the original CTS. Comment 64: Pedestrian volumes in Synchro have not been increased for future conditions. Although this does not normally make a large difference in the analysis, with this development's focus on alternate modes of transportation, it would be good to capture these additional pedestrians. Response 64: Pedestrian volumes have been updated in the projected Synchro model. This includes an increase of approximately 60 to 80 persons/hour at the Tweedsmuir/Scott pedestrian crossing, which represents transit person trips. Pedestrian volumes at other study area intersections were increased with respect to the total non-motorized trips outlined in the trip generation section of the original CTS. The revised projected 2022 intersection performance is summarized in Table McRae/1976 Scott CTS Addendum #1 5

6 Table 3: Revised Projected 2022 Intersection Performance Weekday AM Peak (PM Peak) Critical Movement Intersection as a Whole Intersection max. v/c or avg. LoS Movement Delay (s) LoS v/c delay (s) Richmond/Tweedsmuir C(F) 22.8(77.9) SBT(NBT) 2.0(5.7) - - Richmond/McRae C(D) 0.73(0.86) SBT(SBT) 13.9(25.2) A(C) 0.48(0.71) Richmond/Kirkwood C(D) 0.71(0.90) NBL(WBT) 13.8(23.2) A(B) 0.48(0.70) Scott/Tweedsmuir B(C) 14.8(20.3) NBL(NBL) 0.6(1.0) - - Scott/McRae C(D) 24.5(34.9) NBL(NBL) 5.2(9.4) - - Scott/Island Park 1 E(F) 1.00(2.14) SBT(EBL) 39.1(94.0) E(F) 0.92(1.18) Notes: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. Intersections along Richmond Road are coded as area type CBD. 1A 10 m auxiliary northbound left-turn lane was included in SYNCHRO to allow for better flow of northbound through vehicles at this location, which is more consistent with field observations. As shown in Table 3, given the increased future pedestrian volumes, the revised projected 2022 intersection performance at the study area intersections is similar to the results outlined in the original CTS for projected conditions. Based on the foregoing, the proposed 320 McRae/1976 Scott redevelopment continues to be recommended from a transportation perspective. If there are any questions, please call. Sincerely, André Jane Sponder, B.A.Sc. Analyst, Transportation Christopher Gordon, P.Eng. Senior Project Manager McRae/1976 Scott CTS Addendum #1 6

7 Attachment #1 Scott Street Functional Design

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