Re: Chapel Street Mixed-Use Development CTS-TIS (dated August 2014) Addendum #1

Transcription

1 1223 Michael Street, Suite 1 Ottawa, Ontario K1J 7T2 (613) Fax: (613) April 215 OUR REF: TO1197TOV Trinity Development Group Inc. Sun Life Financial Centre, East Tower 325 Bloor Street West, Suite 1 Toronto, ON M8X 2X9 Attention: Ryan Moore Development Manager Dear Ryan: Re: Chapel Street Mixed-Use Development CTS-TIS (dated August 214) Addendum #1 Executive Summary This Addendum to the CTS/TIS has been prepared to expand upon the implications/benefits of opening up Chapel Street to Beausoleil Drive compared to keeping it closed, and to address the City comments provided following their review of the CTS/TIS. The Addendum also identifies recent changes to the Site Plan and the transportation-related implications. The key findings and recommendations of the Addendum are as follows. Opening Chapel Street at Beausoleil Drive will provide site-generated traffic with safe and efficient options to approaching and departing the site that will reduce unnecessary vehicle circulation, reduce the use of Rideau street, reduce delay to westbound buses and eliminate the need for illegal or unsafe turns; Successful development of the project will result in a significantly enhanced pedestrian and bicycle environment on Chapel Street and at the Beausoleil/Chapel intersection which will safely and attractively accommodate north-south pedestrian flow between Rideau Street, Beausoleil Drive and the schools on Beausoleil Drive. The combination of improved sidewalk system, potential raised platform intersection, curb bulb-outs and all-way STOP control will give priority to pedestrians and calm traffic flow on Beausoleil Drive. The provision of a bicycle facility along this section of Chapel Street will kick start the City s cycling plans for the area which includes shared-use lanes on Beausoleil Drive and cycling lanes and/or shared-use lanes on Chapel Street. If current and/or projected vehicle speeds along Beausoleil Drive are considered problematic, post-development analysis could be undertaken to identify the most appropriate traffic calming measures and their locations along the length of the corridor; Opening Chapel Street at Beausoleil Drive allows for a more efficient solution for truck access/egress resulting in the potential for a smaller size truck court and less use of Beausoleil Drive; The current predominant north-south cut-through route in the area is Cobourg Street between Rideau Street and St. Patrick Street. Its peak hour traffic volumes are 4 to 6 times higher than those on Beausoleil Drive adjacent to the subject site. Given Beausoleil Drive s relatively limited current use as a cut-through route (compared to Cobourg Street), combined with an open Chapel Street having enhanced sidewalks, a bicycle facility, and a raised STOP controlled intersection at Beausoleil Drive, the future use of an opened Chapel Street by cut-through traffic is limited. Concern has been expressed regarding the use of Beausoleil and an opened Chapel Street as a cut-through route between the University of Ottawa and the Outaouais via the Macdonald Cartier Bridge. This concern

2 Page 2 is likely unfounded as the link would be very indirect, circuitous, and with many delays and would therefore take more time than using the very direct King Edward Avenue. Note that Beausoleil is not heavily used as a through route currently; The new Site Plan has significantly fewer units (235 less), significantly fewer parking spaces (189 less) and slightly more retail floor area (3,18 ft 2 ). As a result, a garage ramp connection to Beausoleil Drive is not required and the development s overall peak hour traffic generation is reduced (by 35 vph to 4 vph). As such, the traffic-related impacts of the proposed development are significantly reduced; and The proposed parking supply of 532 spaces is approximately 2 spaces less than the By-Law requirement of 553 spaces. This variance can be easily rationalized by the high percentage of retail walk-in traffic, and the very close proximity of the site s residential component to rapid transit, excellent bus service, the University of Ottawa and significant retail amenities. In summary of the foregoing, the revised Site Plan generates less peak hour traffic and on the basis that the proposed development proceeds, opening up Chapel Street to Beausoleil Drive for vehicle use is the correct thing to do from all transportation perspectives. It improves vehicle accessibility, reduces unnecessary circulation, minimizes illegal and unsafe turn movements, simplifies truck access/egress and minimizes delay to buses in the eastbound bus lanes adjacent to the site. The proposed opening is also compatible with the improved pedestrian and cycling facilities that will be constructed along Chapel Street and at its intersection with Beausoleil Drive, and with the City s planned area-wide cycling network on Chapel Street and Beausoleil Drive beyond the site. The opening of Chapel Street at Beausoleil Drive is strongly recommended from a transportation perspective. 1. Introduction The above-noted Community Transportation Study/Traffic Impact Study (CTS-TIS) was prepared and submitted in support of Trinity s proposed mixed-use residential/retail development located at 151/153 Chapel Street. The CTS/TIS addressed all transportation aspects of the proposed development including the recommended opening of Chapel Street to Beausoleil Drive, the impacts and requirements of site-generated vehicle traffic, and truck court layout and its access/egress requirements. As the Site Plan currently being proposed by Trinity is the same as the one assessed in the CTS/TIS, information contained therein will not be repeated herein. Only new information will be addressed in this Addendum. Following review of the CTS/TIS, the City provided comments on various aspects of the study and also requested an area-wide assessment of both the site-generated traffic and the potential cut-through traffic implications of opening up Chapel Street to Beausoleil Drive. Since receipt of the City s comments there have also been changes to the Site Plan that also need to be accounted for in this Addendum. These are: a reduction in residential units from 785 down to 55, an increase of 3,18 ft 2 (4%) in retail floor area, a reduction in the parking supply from 721 spaces down to 532 spaces, and removal of a residential parking garage connection to Beausoleil Drive. The Ground Floor Plan of the new Site Plan is depicted on Figure 1. Accordingly, this Addendum had been prepared to address the implications of fully opening Chapel Street to Beausoleil Drive, to address the increased study area, to address the comments received from the City of Ottawa, dated January 2, 215, and to address the transportation implications of the Site Plan modifications. 2. Scope of Addendum #1 Topics to be addressed in Addendum #1 include: Further area-wide review of the traffic impacts of Chapel Street opening up to Beausoleil Drive; More rationalization of background traffic growth assumptions; Further review of potential modifications to the Rideau/Chapel intersection to better accommodate site-generated truck traffic;

3 Figure 1: Site Plan Ground Floor Plan

4 Page 4 Further review of truck court layout and operation, including access/egress to both streets, and the impact of truck traffic on these streets; The transportation implications of the recent changes to the Site Plan; The parking supply versus By-Law requirements for the new Site Plan; Site traffic impact at Rideau/Augusta, Rideau/Friel, Rideau/King Edward and Beausoleil/St. Patrick, in addition to those more adjacent intersections addressed in the CTS/TIS. Both Level of Service and queuing along Rideau Street will be addressed; Potential cut through traffic associated with Chapel Street being extended through to Beausoleil Drive; Review of Rideau/Chapel intersection accounting for increased pedestrian traffic; Confirmation of daily site-generated truck traffic, by size of truck; Impact on Beausoleil Drive school bus drop-off zone; Traffic calming requirements on Beausoleil Drive and further review of the proposed design of a three-way Chapel/Beausoleil intersection; Warrant analysis for multi-way STOP control at Chapel/Beausoleil; Review of truck court connections to minimize width at sidewalks to maximize throat lengths and to provide appropriate radiis; Identification of locations for depressed sidewalks across site driveway connections; Elaborate on site-provided TDM measures; and Identify potential for any additional on-street cycling requirements. 3. Revised Existing Conditions 3.1 Revised Intersection Performance at Study Area Intersections To perform an area-wide review of the traffic impacts of Chapel Street opening up to Beausoleil Drive, the following additional intersections were added to the traffic analysis: Rideau/King Edward; Rideau/Friel; Rideau/Augusta; and St. Patrick/Beausoleil. These locations are in addition to the Rideau/Chapel, Rideau/Cobourg, and Cobourg/Beausoleil intersections previously assessed in the CTS/TIS. Existing intersection turning movement counts at the above mentioned locations were provided by the City of Ottawa and are included in Appendix A. The following Table 1 provides a summary of existing traffic operations at all of the study area intersections, including an updated traffic count at the Rideau/Chapel intersection, based on the SYNCHRO (V8) traffic analysis software. It is noteworthy that the construction along Rideau Street has been completed and the following existing analysis reflects the new Rideau Street geometry. The Synchro model output of revised existing conditions is provided as Appendix B.

5 Page 5 Table 1: Revised Existing Performance at Study Area Intersections Weekday AM Peak (PM Peak) Intersection LoS Critical Movement max. v/c or avg. delay (s) Intersection as a Whole Movement Delay (s) LoS v/c Chapel/Rideau A(A).35(.44) WBT(EBT) 4.6(6.9) A(A).29(.39) Cobourg/Rideau A(A).4(.48) SBT(EBT) 8.3(6.6) A(A).28(.44) Augusta/Rideau A(A).33(.53) WBT(WBT) 4.7(5.1) A(A).31(.49) Friel/Rideau A(C).35(.72) WBT(WBT) 6.7(14.9) A(B).32(.64) Cobourg/Beausoleil A(B) 9.6(11.3) EBL(EBL) 1.(1.9) - - King Edward/Rideau C(F).72(1.3) NBT(NBT) 31.3(51.7) B(E).64(.95) St. Patrick/Beausoleil A(F).53(1.2) EBT(NBL) 6.1(22.1) A(B).51(.69) Note: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. As shown in Table 1, study area intersections as a whole are currently operating at acceptable levels of service (LoS B or better) with the exception of the King Edward/Rideau intersection during the afternoon peak hour, which is currently operating at capacity (LoS E ). With regard to critical movements at study area intersections, the northbound through movement at the King Edward/Rideau intersection and the northbound left-turn movement at the St. Patrick/Beausoleil intersection are currently failing (LoS F ) during the afternoon peak hour. It should be noted that the eastbound left-turn and southbound left-turn movements at the King Edward/Rideau intersection are also operating at LoS E or LoS F during the afternoon peak hour. All other critical movements at study area intersections are currently operating at an acceptable LoS C or better during peak hours. With regard to the Rideau/Cobourg intersection, the updated analysis includes a revision to the road geometry of this intersection. This west leg had previously been coded as a shared through/left-turn lane and a right-turn lane. As the existing configuration is a shared through/left-turn lane and a shared through/rightturn lane, this has been updated in the Synchro analysis. As a result, the performance of the eastbound through/left-turn lane has improved when compared to the analysis in the original CTS/TIS. This revision is included in the ensuing analysis. With regards to the failing northbound left-turn movement at the St. Patrick/Beausoleil intersection, providing more green time to the northbound phase would improve its level of service. All other movements would continue to operate at an acceptable LoS D or better. The Synchro model output for this modification is included within Appendix B. With regards to the King Edward/Rideau intersection, increasing the cycle length to 12 seconds improves the intersection s performance slightly, however, the northbound through, southbound left-turn, and eastbound left-turn movements will operate at capacity (LoS E ). As increasing the cycle length would affect the coordination with adjacent intersections and further delay pedestrian crossings, no modification is recommended at this location. 3.2 Rideau Street Queueing With regard to queueing, the following Table 2 summarizes the eastbound and westbound queueing along Rideau Street at study area intersections. The queue lengths during the afternoon peak hour are noted as being longer than during the morning peak hour, as such, only the afternoon peak hour queues are included herein (morning peak hour queue lengths can be found within the Synchro model output in Appendix B).

6 Page 6 Table 2: Afternoon Peak Hour Existing Rideau Street Queues Average Queue Intersection (5 th 95 th Percentile Queue (m) percentile queue) (m) Eastbound Westbound Eastbound Westbound Rideau/King Edward Rideau/Friel Rideau/Chapel Rideau/Augusta Rideau/Cobourg Note: Queues rounded to the nearest 5 m. Currently, Rideau Street is experiencing acceptable queue lengths during the peak hours with 95 th percentile queues ranging from 15 to 1 m (approximately 2 to 15 vehicles in queue). None of these queue lengths are expected to spill back into adjacent intersections. It is noteworthy that the 95 th percentile eastbound left-turn queue at the Rideau/King Edward intersection currently spills back past the storage lane. 4. Revised Future Traffic Operations For the purposes of this Addendum only the opening of the Chapel/Beausoleil intersection to vehicle traffic has been assessed as it is the proponent s preferred scenario/solution. As the Site Plan and density has changed since the CTS/TIS, the site traffic generation has been redone. It is included as Appendix C. The net change in total new peak hour two-way vehicle trips is a reduction of 35 vph and 37 vph during the weekday morning and afternoon peak hours respectively. The new Site Plan also includes the removal of a residential garage connection to Beausoleil Drive. As the number of residents and parking spaces has reduced, only the garage connection to Chapel Street is now required. The assignment of the reduced site traffic generation to the area road network, accounting for this ramp change, is also provided in Appendix C. With regard to total projected 221 volumes (including the recommended 5% background traffic growth to key movements), these are depicted in the ensuing Figure Proposed Road Network (Opening of Chapel Street to Beausoleil Drive) The following revised analysis assumes the Chapel/Beausoleil intersection will be opened to vehicle traffic at full site build-out Projected Intersection Performance Based on the revised site-generated traffic and distribution/assignment previously discussed (and included as Appendix C), the following Figure 2 illustrates the expanded study area s projected 221 traffic volumes associated with the proposed development and the opening of Chapel Street at Beausoleil Drive to vehicle traffic. It is noteworthy that the current eastbound left-turn prohibition at the Rideau/Chapel intersection during peak periods is retained.

7 STOP STOP Page 7 Figure 2: Revised Total Projected 221 Peak Hour Traffic Volumes 6(8) 2(12) 16(3) 1344(1254) 118(92) 6(34) 39(313) 14(129) 21(23) St. Patrick 12(21) 166(148) King Edward 25(28) 476(449) 142(148) 68(57) 36(365) 1(1) Rideau 4(12) 4(9) 3(13) Beausoleil 8(16) 457(773) 5(13) 19(56) 5(12) 57(35) 2(52) Chapel 34(32) 35(23) 4(37) 24(65) 15(39) 11(9) 11(1) 22(2) 53(56) 25(28) 16(45) SITE 17(48) 425(367) () 7(12) 9(7) 1(19) 8(12) 453(676) 15(38) 16(28) 14(38) 63(62) 1(3) 63(68) Cobourg 27(83) 119(391) 59(218) 377(56) (5) 27(37) 231(368) 34(37) 2(1) 445(784) 73(114) 3(12) 385(667) 69(17) Friel 31(95) 7(6) 18(42) () 37(534) 38(35) 16(45) 21(21) 11(52) 6(13) 482(693) 19(25) Augusta 7(6) 1(7) 21(51) 63(194) 571(713) 6(3) 1(3) 1() 1(5) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes The following Table 3 provides an updated summary of projected 221 performances of study area intersections. Within the projected Synchro analysis, the pedestrian and cyclist volumes have been increased to account for projected non-auto growth related to this and other area projects. The mitigative measure outlined in the previous Section 3.1 for St. Patrick/Beausoleil intersection is also included in the following assessment. The Synchro model output of projected conditions is provided as Appendix D. Table 3: Revised Projected 221 Performance of Study Area Intersections (Chapel Open at Beausoleil) Weekday AM Peak (PM Peak) Intersection Critical Movement Intersection as a whole max. v/c or LoS avg. delay Movement Delay (s) LoS v/c (s) Chapel/Rideau A(A).48(.47) SBT(EBT) 6.1(7.8) A(A).36(.45) Cobourg/Rideau A(A).42(.55) SBT(EBT) 8.4(7.) A(A).32(.5) Augusta/Rideau A(A).36(.58) EBT(WBT) 4.8(5.5) A(A).34(.54) Friel/Rideau A(C).38(.77) WBT(WBT) 6.9(16.9) A(B).34(.69) Cobourg/Beausoleil B(B) 1.3(12.7) EBL(EBL) 1.5(2.4) - - King Edward/Rideau C(F).72(1.3) NBT(NBT) 31.8(52.) B(E).66(.97) Beausoleil/St. Patrick A(D).55(.86) EBT(NBL) 6.5(23.2) A(C).53(.74) Note: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. Given the signal timing adjustment at the St. Patrick/Beausoleil intersection and the increased pedestrian and cyclist volumes, study area intersections are projected to operate at an acceptable LoS C or better, with the exception of the King Edward/Rideau intersection during the afternoon peak hour. With regard to critical movements, the eastbound left-turn movement at the King Edward/Rideau intersection continues to fail (LoS F ) during the afternoon peak hour. As this is an existing condition and as site traffic is not expected to add volume to this movement, improvements at this location should not be a condition of site plan approval.

8 Page Projected Rideau Street Queueing Based on the projected volumes illustrated in Figure 2, the following Table 4 summarizes the east and westbound queueing along Rideau Street at study area intersections during the afternoon peak hour. Table 4: Projected Afternoon Peak Hour Rideau Street Queues Average Queue Intersection (5 th percentile queue) (m) 95 th Percentile Queue (m) Eastbound Westbound Eastbound Westbound Rideau/King Edward Rideau/Friel Rideau/Chapel Rideau/Augusta Rideau/Cobourg Note: Queues rounded to the nearest 5 m. As shown in Table 4, the projected queues along Rideau Street are slightly longer (approximately 5 to 1 m) than the existing queues (outlined in Table 2). None of these queue lengths are expected to spill back into adjacent intersections. As mentioned previously, the eastbound left-turn queue at the Rideau/King Edward intersection is projected to spill back out of the turn lane (as it does today) Chapel & Beausoleil Intersection With regard to the Chapel/Beausoleil intersection, all-way STOP control warrant analysis is included in the original CTS/TIS. As outlined in the CTS/TIS, based on the projected 221 volumes, all-way STOP control is not warranted at this location. However, as Chapel Street is identified as a suggested cycling route and as there is currently STOP control in the eastbound/westbound directions on Beausoleil Drive at Chapel Street (to allow pedestrians and cyclists to cross Beausoleil Drive), all-way STOP control is recommended when Chapel Street is opened to Beausoleil Drive for vehicle traffic. All-way STOP control will contribute to the development of Chapel Street as a strong north-south pedestrian/bicycle corridor Cut Through Traffic and Traffic Calming along Beausoleil Drive Beausoleil Drive is a very wide collector road with an approximate 12 m pavement width. Adjacent to the subject site there is a combination of no stopping or no parking. Further along Beausoleil Drive, in both directions, on-street parking is permitted. As the Beausoleil Cobourg link is considered somewhat as a bypass route to the congested Rideau/King Edward intersection, it current traffic volumes are comprised of both local traffic and cut-through traffic. The same applies to the Cobourg Street link from Rideau Street to St Patrick, which in fact is a much more heavily used cut-through route. At the Cobourg/Beausoleil intersection existing peak hour volume on each street during peak hours (as per Figure 4 of the CTS/TIS) are approximately as follows. Two-Way Total AM Peak PM Peak Cobourg between Beausoleil and Rideau 317 vph 634 vph Cobourg north of Beausoleil 296 vph 565 vph Beausoleil west of Cobourg 43 vph 121 vph What theses counts indicate is that the primary cut-through street is Cobourg Street and that Beausoleil Drive carries very little peak hour cut-through traffic, and in fact, as a collector road its volumes are low and the link is underutilized. Further to the north where Beausoleil Drive connects to St. Patrick Street the two-way peak hour volumes are higher, being in the 17 vph to 42 vph range. This is because the De La Salle High School

9 Page 9 parking lot is adjacent to this intersection and the residential density is much higher at the north end of Beausoleil Drive than it is at the east end. Adjacent to the subject site on Beausoleil Drive, current two-way peak hour volumes are in the 5 vph to 125 vph range, which is very low for a collector road. The combination of low volumes and wide street anecdotally result is speeding on Beausoleil Drive. Potential traffic calming measures that could be considered are: Speed bumps; Narrowing traffic lanes; Raised sidewalks; Bulbouts; and/or Chicanes; Flex-stake signage. Reduced speed limits; It is noteworthy that traffic calming measures should only be considered if it is determined that traffic calming is required. As Beausoleil Drive is a somewhat lengthy collector road, it would need to be studied as a whole to ensure appropriate measures are installed at the appropriate locations. Initially, however, with all-way STOP control at a raised Chapel/Beausoleil intersection, traffic flow adjacent to the site and the school will be sufficiently calmed at the critical location. As noted in the Uptown Rideau CDP, curb extensions could also be considered at this location once the truck access issue is resolved and truck movements confirmed. If necessary, post-development analysis could be undertaken to identify the most appropriate traffic calming measures and their location along the length of the corridor Cut-Through Traffic Potential with Chapel Open to Beausoleil If Chapel Street were opened up to Beausoleil Drive, there would be some increase in cut-through traffic, although it is expected to be minimal. As noted in the previous section, Cobourg Street is currently the main north-south cut-through street, whereas the cut-through volumes on Beausoleil Drive are significantly lower. An opened Chapel Street would be a relatively narrow street with wider sidewalks and enhanced landscaping on the east side, possibly bi-directional bicycle accommodation, possibly on-street parking on the west side and likely a raised STOP controlled intersection with Beausoleil Drive. All this, combined with the four-hour peak period eastbound left-turn prohibition at the Rideau/Chapel intersection and with the attractiveness of the existing Cobourg Street link, strongly indicates that there would be very little cut-through traffic using an opened Chapel Street link from Rideau Street to Beausoleil Drive. With regard to site-generated traffic using Beausoleil Drive, the figure in Appendix C herein identifies the following approximate volumes (rounded). Two-Way Total AM Peak PM Peak Beausoleil immediately east of Chapel 25 vph 5 vph Beausoleil immediately west of Chapel 15 vph 2 vph In review of the foregoing, current peak hour traffic on Beausoleil Drive adjacent to the subject site is low (in the 5 vph to 125 vph range), the projected site-generated traffic using Beausoleil Drive west of Chapel Street is low (15 vph to 2 vph) and the potential for additional cut-through traffic is low. As a result, future traffic volumes on the adjacent section of Beausoleil Drive will remain relatively low (1 vph to 2 vph range) at a level considered very acceptable for its collector road designation.

10 Page Summary of Chapel Street Open The following is a summary of the key findings of the foregoing analysis of Chapel Street being opened at Beausoleil Drive as a road link. All study area intersections will continue to operate at a good level of service, in the LoS A to D range except the King Edward/Rideau intersection. This intersection is currently failing and will continue to fail during the afternoon peak hour (LoS E to F ) with the critical movement being the eastbound left-turn movement; When accounting for total projected 221 volumes (existing + background growth + site traffic) the 95 th percentile queue length at study area intersections are projected to increase by between 5 m and 1 m, however, none of the resultant queues are projected to block adjacent intersections; The current major cut-through link in the study area is Cobourg Street from St. Patrick Street to Rideau Street and not Beausoleil Drive form St. Patrick Street to Cobourg Street. The exiting two-way total peak hour volumes on Beausoleil Drive adjacent to the subject site are only in the 45 vph to 125 vph range which is only 15% to 25% of the total two-way traffic on Cobourg Street between Beausoleil Drive and St. Patrick Street; The current two-way peak hour volumes on Beausoleil Drive adjacent to the site are quite low for the street s collector road designation. Further to the north at its St. Patrick Street intersection, the volumes are higher (17 vph to 42 vph) due to the presence of the De La Salle High School and the higher density residential land use; Peak hour site-generated traffic using Beausoleil Drive west of Chapel Street are quite low and are estimated to be in the 15 vph to 2 vph range; and Additional cut-through traffic using Beausoleil Drive west of Chapel Street as a result of Chapel Street being opened to Beausoleil Drive is also estimated to be very low because of a combination of: Cobourg Street is currently the primary cut-through route between Rideau Street and St. Patrick Street; Beausoleil Drive currently has limited use as a cut-through route; and the design of Chapel Street from Rideau Street to Beausoleil Drive, and its proposed raised STOP-controlled intersection will be a deterrent for use by cut-through traffic. It has been suggested that an open Chapel Street will attract traffic travelling between the University of Ottawa and the Outaouais via the Macdonald Cartier Bridge. This is very unlikely given this lengthy, circuitous, and traffic calmed route compared to the very direct King Edward Avenue connection. It is also unlikely given the relatively low volume of traffic currently using Beausoleil to cut-through traffic. In summary, the opening of Chapel Street to Beausoleil Drive will significantly improve accessibility to the proposed on-site land uses (both residential and retail) particularly given the eastbound peak period left-turn prohibition on Rideau Street. It will also allow for the most efficient access/egress to the truck court and it will minimize the conflict between the westbound bus lane (and bus stop) and westbound site-generated traffic (westbound right-turn volume will be less with Chapel Street open to Beausoleil Drive). 4.3 General Overview of Chapel Street Remaining Closed at Beausoleil A brief summary of the implications of Chapel Street remaining closed at Beausoleil s as follows. The primary concern is the lack of site accessibility, particularly when overlaid with the peak period eastbound left-turn restriction on Rideau Street that will either deter people from visiting the site, or result in either illegal turns or U-turns at adjacent intersections in order to access the site. The resulting operational issues should be of concern to the City, and the adverse impact on potential retail patrons and residential renters/buyers would be of concern to the developer; and With regard to truck access/egress, Chapel Street remaining closed restricts the options for efficient site access/egress. To accommodate tractor trailer trucks (WB-2) either the Rideau/Chapel

11 Page 11 intersection would have to be radically rebuilt and the desired Chapel Street design compromised, or three-point turns would have to occur on Beausoleil Drive in order for WB-2 trucks to back into the truck court. To enlarge the truck court to accommodate the turn-around requirements of WB-2s all on-site would take up too much ground floor area and would affect the viability of the site s retail function. In summary, keeping Chapel Street closed at Beausoleil Drive adversely affects efficient access/egress to/from the site for all vehicles including residents, retail patrons and trucks. It will either deter people from coming to the site or will lead to illegal turns because of the combination of poor accessibility and the fourhour peak period eastbound left-turn prohibition on Rideau Street at Chapel Street. With regard to sitegenerated truck traffic, Beausoleil Drive would be interrupted by WB-2 trucks making three point turns to back into the truck court, as the truck court cannot be made large enough to accommodate these maneuvers on site. Having Chapel Street open at Beausoleil Drive would allow large trucks to enter the truck court from one direction and leave via another thus avoiding having to back in from Beausoleil Drive. 5. Parking Provision Versus By-Law Requirements With the new Site Plan we are advised that the By-Law parking requirements for the proposed land uses total 553 spaces, comprised of 275 spaces for the residential component, 15 spaces for residential visitors and 173 spaces for the retail component. With regard to supply, the Site Plan currently provides 532 spaces, which is 2 spaces (3.6%) below the By-Law requirement. A variance will be sought for the 2 space shortfall for the following reasons: The walk-in patrons to the retail will be significant given the surrounding land uses; The transit ridership will be high for both the residential and retail components due to the close proximity of LRT and the over 4 buses per hour on the adjacent section of Rideau Street; The walk mode interaction between the Site Plan s retail and residential users will be significant; There are significant employment and institutional land uses within easy walking distance of the site; and There are a wide range of amenities within easy walking and cycling distance. Based on the foregoing, it is recommended that 532 on-site parking spaces are sufficient to satisfy the parking demands of the on-site land uses. 6. City Comments ZONING, INTENSIFICATION AND NEIGHBOURHOODS Comment 1.4: Options should be explored to consolidate the number of vehicular entrances. Nobody wants them, either on Chapel or Beausoleil, but having both (one entrance on each street) may not be the best answer either. If only one is used, then the need to reopen the intersection to vehicular traffic is significantly reduced. If Beausoleil is used, then the "distributor" ramp tucked away at the northeast corner of the property should be reconfigured to provide access to all below and above-ground parking levels. This leaves the Chapel Street facade as fully pedestrian-oriented. If Chapel is used, it would create a very wide gap along one of the two prime facades of this complex and become a significant disruption to pedestrian circulation; however, Beausoleil would be spared all related traffic. The best option, from an urban design point of view, is Beausoleil, since that street front is already devoid of any other building frontage. While Chapel is a short block and a direct pedestrian route from Rideau Street into Lowertown, Beausoleil is not a heavily used pedestrian route, so the disruption to the pedestrian environment would be much less if all vehicular

12 Page 12 entrances are consolidated along Beausoleil. ZIN recommends specifying the number and location of permitted vehicular entrances into the text of the zoning by using an exception. Response 1.4: Following review of many alternatives, the current site driveway and truck court connection concept is the most efficient for site accessibility and vehicle distribution. Its truck count opening to Beausoleil Drive has been reduced in width with the elimination of a residential garage ramp from this location. Once a decision is made on the opening, or not, of Chapel Street at Beausoleil Drive, refinements can be made to these vehicular connections to minimize pedestrian/vehicle conflicts. Comment 1.5: The same loading space for trucks serving retail can still be provided internally, but with a single entrance on Beausoleil, rather than two. The reconfiguration of this space should not be too difficult. Response 1.5: Having only one truck court entrance requires a larger truck court and/or trucks backing in from Beausoleil Drive. Comment 1.6: By having all vehicular entrances on Beausoleil and not reopening the intersection with Chapel to vehicles, it would become cumbersome for motorists to circumnavigate the interrupted grid of Lowertown to go somewhere - this may lead to more active transportation choices, i.e. it would make walking the better, quicker option. Response 1.6: It may, but if accessibility is too difficult the viability of the project would be affected. Comment 1.7: Also, by creating an access point at Beausoleil, across the street from a school bus drop-off zone, the result would be to introduce a significant traffic-calming effect on a street that currently experiences speeding and unsafe crossing conditions. By allowing this point to have increased congestion, the result will be slower traffic and better pedestrian conditions. Response 1.7: A raised STOP controlled intersection at Beausoleil Drive and Chapel Street would certainly slow traffic and better accommodate pedestrians. Once site trucks access/egress is resolved, further traffic calming measures may be examined. WB-2 delivery to the site can be scheduled, if necessary, to avoid the time periods when school bus drop off/pick-up occur. VEHICLE CIRCULATION AND LOADING Comment 2.2.1/2.2.2: It is disappointing to see that all the vehicular circulation and loading facilities are oriented to the public streets. It is not convincing as to why such necessary facilities can't be organized internal to the site, through means such as the introduction of a mid-block connection as previously discussed. Response 2.2.1/2.2.2: The proponent has been advised. PLANNING Comment 4.8: The vehicular entrance, circulation and loading for the development must be designed to function without Chapel Street opening up to Beausoleil. To move forward to allow for consideration to open this intersection will require Trinity to undertake an area wide traffic study in accordance with City Terms of Reference, which may also require that all the cul-de-sacs be examined. We expect that moving forward to open up the intersection will be a community and political flashpoint. Response 4.8: Trinity has assessed a full range of vehicular access and truck court design options and the proposed configuration is the preferred alternative. The analysis herein addresses the preferred Chapel Street

13 Page 13 opening to Beausoleil Drive, and has an expanded study area meeting the requirements of the requested area-wide study. TRANSIT SERVICES Comment 5.1.2: Transit service is concerned with the potential for conflict between truck traffic accessing the site via the Rideau/Chapel intersection and transit service. Given Chapel St. lane width, westbound right turning trucks may have to wait a full signal cycle length before turning and subsequently causing unduly congestion near the bus stop located adjacent to the site. As such, OC Transpo lends support to the idea that truck traffic be scheduled to deliver outside of peak periods at this particular intersection. Response 5.1.2: Much of this concern would be eliminated with the opening of Chapel Street at Beausoleil Drive as it would reduce the number of westbound right-turns that would conflict with buses. If Chapel Street remains closed at Beausoleil Drive and if the eastbound left-turn movement remains prohibited during peak periods, there is no alternative except for westbound right-turn volumes to increase with the resultant impact on the bus lane and adjacent bus stops. Comment 5.1.3: If other City reviewers comments result in a change to the road network or bus stop locations, Transit Services is to be consulted prior to draft approval or the final design of any subsequent roadway or intersection modification. Response 5.1.3: Noted and the proponent has been advised. Comment 5.1.4: If any road modifications are required as a result of this application, Transit Services must be consulted to ensure all impacts and possible changes to transit provision are identified, and where applicable, transit service facility improvements are incorporated into the design. Response 5.1.4: Noted and the proponent has been advised. TRAFFIC SIGNALS Comment 5.2.1: Before excavating please call for underground locates. Response 5.2.1: Noted and the proponent has been advised. Comment 5.2.2: No comments with initial TIS for this circulation. Traffic Signal Design & Specification reserves the right to make future comments based on subsequent submissions. Response 5.2.2: Noted and the proponent has been advised. Comment 5.2.3: Future considerations: If there are any future proposed changes in the existing roadway geometry that requires signalizing of an intersection or changing an existing signalized intersection, the City of Ottawa Traffic Operations Unit is required to complete a traffic signal plant design. If the proposed traffic signals are warranted/approved for installation and RMA approved please forward an approved geometric detail design drawings (Dwg digital format in NAD 83 coordinates) including base mapping, existing and new underground utilities, and approved pavement markings drawing for detail traffic plant design lay out. Please send all digital (CADD) design files to Keith.Ouellette@ottawa.ca extension Response 5.2.3: Noted and the proponent has been advised.

14 Page 14 STREET LIGHTING Comment 5.3.3: Future considerations are as follows: If there are any proposed changes to the existing roadway geometry, the City of Ottawa Streetlight Asset Management Group is required to provide a full streetlight design. Upon completion of proposed roadway geometry design changes, please submit digital Micro Station drawings with proposed roadway geometry changes to the Street Lighting Department, so that we may proceed with the detailed streetlight design and coordination with the Streetlight maintenance provider and all necessary parties. Be advised that the applicant will be 1% responsible for all costs associated with any Streetlight design as a result of the roadway geometry change. Alterations and/or repairs are required where the existing streetlight plant is directly, indirectly or adversely affected by the scope of work under this circulation, due to the proposed road reconstruction process. All streetlight plant alterations and/or repairs must be performed by the City of Ottawa s Streetlight maintenance provider. Be advised that the applicant will be 1% responsible for all costs associated with any relocations/modifications to the existing streetlight plant. Please contact Iain Brock who can be reached at extension Response 5.3.3: Noted and the proponent has been advised. TRAFFIC ENGINEERING Comment 5.4.1: Rideau Street and Augusta Street (intersection just EAST of Chapel Street) should be included in the TIA analysis. Response 5.4.1: The revised analysis, Sections 3 and 4 of this Addendum, includes the Rideau/Augusta intersection. Comment 5.4.2: Increased pedestrian and cyclist volumes from intensification will cause delays to right turning vehicles and increased safety concerns to transit operations. Increase in pedestrian demand to cross Rideau Street at Chapel Street will impact signal timing and increase delays to Rideau Street traffic. This is not reflected in Synchro analysis. Response 5.4.2: To account for future growth of non-auto modes in the Synchro analysis, approximately 2 pedestrian crossings have been added to each Rideau Street intersection, as well as an additional 1 cyclists in the east and westbound directions. The resulting projected Synchro analysis is included herein as Table 3. Comment 5.4.3: Cut-through traffic will increase demand to side streets which will impact signal timing and subsequently cause delays to Rideau Street. If the connection is made to Beausoleil Drive, a revised TIA will be required. Response 5.4.3: Both the original CTS/TIS and this Addendum assumed Chapel Street was open at Beausoleil Drive and all analysis therein reflected this connection. Comment 5.4.4: Increased queuing along Rideau Street may cause blockages to neighboring intersections which is a safety concern. Response 5.4.4: The projected queueing analysis along Rideau Street is included within Section (Table 4). As shown in Table 4, the projected queue lengths along Rideau Street are approximately 5 to 1 m longer

15 Page 15 than the existing queue lengths (approximately 1 to 2 additional vehicles), which are not considered significant in this instance. TRANSPORTATION REVIEW Comment 5.5.1: Any decision with regard to opening Chapel Street to Beausoleil Drive will require significant public consultation and concurrence from the ward Councillor. Further assessment on impact of this connection would be required. Response 5.5.1: Noted. A review of the intersections and road network surrounding the proposed Chapel/Beausoleil intersection is included herein. This assessment includes the St. Patrick Street/Beausoleil intersection and the intersections along Rideau Street from King Edward Avenue to Cobourg Street (excluding Nelson Street). Comment 5.5.2: An RMA would be required should the opening of Chapel Street to Beausoleil Drive and Beausoleil Drive access be approved. Response 5.5.2: Noted. To be submitted following Site Plan Approval. Comment 5.5.3: Multiway stop control should only be implemented at Beausoleil Drive/Chapel Street if warrants are met. Response 5.5.3: As mentioned in the original CTS/TIS and in Section of this Addendum, based on the projected volumes, all-way STOP control is not warranted at this location. However, as Chapel Street is identified as a suggested cycling route and as there is currently STOP control in the eastbound/westbound directions on Beausoleil Drive at Chapel Street (to allow pedestrians and cyclists to cross Beausoleil Drive), all-way STOP control is recommended when Chapel Street is opened to Beausoleil Drive. All-way STOP control will contribute to the development of Chapel Street as a strong north-south pedestrian/bicycle corridor. Comment 5.5.4: The eastbound left-turn at Rideau Street/Chapel Street should not be permitted during peak hours. No review of LOS was provided for this suggestion to determine impact. Response 5.5.4: As mentioned in the original CTS/TIS, the eastbound left-turn movement at the Rideau/Chapel intersection is currently prohibited. Due to potential impacts to eastbound transit operation, permitting eastbound left-turns are not recommended at this location. As summarized in the original CTS/TIS, and in the updated analysis included herein, the projected Level of Service (based on the prohibited eastbound left-turns at the Rideau/Chapel intersection) can be found in Section (Table 3). Comment 5.5.5: By-Law No , Section 11 states that a private approach shall have a minimum of 2.4 metres and a maximum width of 9. metres and in no case shall the width exceed 5% of the frontage on which the approach or approaches are located. Response 5.5.5: This will be addressed through the Site Plan to the extent possible. Section 25.9 of the By- Law allows variation thorough a Site Plan approval. Comment 5.5.6: The 18 metres wide truck access on Beausoleil Drive must be reviewed to meet bylaw and throat length requirements. Further clarification is required in regards to the daily amount of WB-2 s accessing the site. A closer review of truck turning movements is required.

16 Page 16 Response 5.5.6: As per the CTS/TIS, the proponent has identified the potential for 5 to 6 WB-2 s per day. Once a decision is made on the opening, or not, of Chapel Street to Beausoleil Drive, truck court design and truck turn requirements can be further refined. Comment 5.5.7: Any modifications to the surrounding intersections that would be required in order to accommodate a WB2 turning movement as a result of this proposed development site will be subject to a Roadway Modifications Approval (RMA). These effected intersections are to be identified in the report. Response 5.5.7: In addition to the design of the desired Chapel/Beausoleil intersection, only the Rideau/Cobourg may require modifications to accommodate WB-2 trucks. All-movements can currently be adequately accommodated by the current design at this location except the westbound right-turn movement. As shown in Appendix E, it may be desirable to remove the curb extension in the northeast corner of the intersection to more safely accommodate the WB-2 right-turn. Comment 5.5.8: The cover sheet of the report is to show the municipal address of the proposed development site. Response 5.5.8: Noted. It is 151/153 Chapel Street. Comment 5.5.9: Rideau Street is designated as an Arterial road within the City s Official Plan with a ROW protection of 26. metres. The ROW limits are to be shown on all the drawings and the offset distance (13. metres) to be dimensioned from the existing centerline of pavement. Response 5.5.9: Noted and all plans have been revised accordingly. Comment 5.5.1: Land for a road widening will be taken equally from both sides of a road, measured from the centreline in existence at the time of the widening if required by the City. The centreline is a line running down the middle of a road surface, equidistant from both edges of the pavement. In determining the centreline, paved shoulders, bus lay-bys, auxiliary lanes, turning lanes and other special circumstances are not included in the road surface. Response 5.5.1: Noted and all plans have been revised accordingly. Comment : The full Right-of-Way protection has not been identified on the plan(s) circulated. The plans are to be revised accordingly to show the protection limits as noted above and to identify any potential conflicts in the design. The applicant is advised that once the correct limit is shown on all plans, additional comments will be forwarded. Staff looks forward to receiving the revised plans for our review and comment. Response : Noted and all plans have been revised accordingly. Comment : The City of Ottawa Zoning By-Law Corner Sight Triangles (Sec. 57) states that no obstruction to the vision of motor vehicle operators higher than.75 metres above grade. The consultant is to review the sight distance to ensure that no obstructions hinder the view of the driver at both the Chapel Street & Rideau Street and Chapel Street & Beausoleil Drive intersections. Response : Noted and all plans have been revised accordingly. Comment : The concrete sidewalks should be 2. metres in width and be continuous and depressed through the proposed accesses (please refer to the City s sidewalk and curb standard drawing SC7.1).

17 Page 17 Response : See Comment Response Matrix. Comment : Ensure that the pedestrian sidewalk has a clear and non-obstructive path of 2. metres width minimum and that the bicycle spaces do not interfere with the pedestrian crosswalk. Response : See Comment Response Matrix. Comment : The closure of an existing private approach shall reinstate the sidewalk, shoulder, curb and boulevard to City standards. Response : See Comment Response Matrix. Comment : Beausoleil Drive is identified as a collector the minimum clear throat length required for the proposed Beausoleil Drive access is 15. metres TAC Manual, Part 2, Table and method of measurement as per Figure No person shall construct a private approach within 3 metres of any property line measured at the highway line and at the curb or the edge of the roadway. Ensure that the curb radius accommodates the turning movement of a heavy vehicle and that the end of the curb return does not extend beyond the property line. Response : This will be addressed through the Site Plan to the extent possible. Section 25.9 of the By- Law allows variation thorough a Site Plan approval. Comment : The access spacing on Chapel Street does not meet bylaw requirements. The distance between the nearest limits of a private approach intended for two-way vehicular traffic and any other private approach to the same property shall be a minimum of 9. metres measured at the street line, and at the curb line or roadway edge. Response : This will be addressed through the Site Plan to the extent possible. Section 25.9 of the By- Law allows variation thorough a Site Plan approval. TRANSPORTATION PLANNING Comment 5.6.1: In general, the trip generation rates, modal split and assigned distribution of vehicle are logical and realistic for the inner urban area: The report identifies other area developments that would potentially add to the increase of background traffic in the study area, some are closer and have more interrelated impacts than others. While the report notes that historically there has been almost no overall growth in traffic in a 4year period (27-211), it converts the traffic generated by developments identified in the areas to a 5% growth factor on existing traffic volumes to obtain 221 horizon volumes (1 years into the future, 5 years beyond build-out). Provide more information on the assumptions and rationale when converting the traffic generated by area developments to a percent of overall traffic growth. Response 5.6.1: As mentioned in the original CTS/TIS, there are multiple development proposals/applications that have been discussed with/submitted to the City of Ottawa within the vicinity of the site. As the site-specific traffic generation for each individual development requires multiple assumptions to be made, a singular assumption of overall growth along Rideau Street is considered more reasonable. As these sites will have similar modal shares as the subject site, with high non-auto modal splits, the 5% growth rate assumption is considered realistic given the central locations of the other area developments and the fact that Rideau Street traffic volumes have not increased in recent years (see Table 2 in the CTS/TIS).

18 Page 18 Comment 5.6.2: When evaluating performance of study intersection, and neighbourhood impacts, the report assumes that Chapel would be made into a connected street 4-way stop intersection at Beausoleil, which is key to the proposed traffic solutions Ensure that City Traffic Operations agrees to this solution, otherwise an alternative evaluation with Chapel not connecting to Beausoleil needs to be assessed. Evaluate alternatives if Chapel is not a through street to Beausoleil. Response 5.6.2: If Chapel were extended to Beausoleil, it would be a 3-way STOP not 4-way. As there are adverse site accessibility issues associated with site development and keeping Chapel closed, the proponent s preferred option is to have Chapel open to Beausoleil. Comment 5.6.3: The eastbound movement through the Rideau/Cobourg intersection is projected to fail (LOS F ) during afternoon peak. The report explores an eastbound left-turn movement at Rideau/Chapel, but suggests that it could have adverse impacts on transit service and is not recommended. Further issues related to cut-through traffic could arise if left-turn movements where allowed at Rideau/Chapel What other options, in support of this development proposal, could be phased in to address the LOS at Rideau/Cobourg and address the LOS on the critical move? Response 5.6.3: As mentioned previously, the Rideau/Cobourg intersection geometry was revised in Synchro to include an eastbound shared through/left-turn lane and an eastbound shared through/right-turn lane. This is a more accurate representation of the west leg of this intersection than what had previously been coded (a shared through/left-turn lane and a right-turn lane). The resulting projected analysis reveals that the eastbound shared through/left-turn lane is projected to operate at an acceptable LoS A during peak hours. As such, no mitigative measures or improvements are required at this location. It should be noted that if Chapel Street is not opened at Beausoleil Drive, the Rideau/Cobourg intersection will experience greater volume as site-generated traffic tries to access/egress the site with limited and restricted options. Comment 5.6.4: Site generated truck traffic using Beausoleil is 1 to 15 trucks per day (5 to 6 are large tractor trailers). These large trucks need to use Beausoleil due to turning requirements. The site is able to provide onsite maneuvering and storage. Beausoleil is the main collector road through a medium to high-density master planned residential neighbourhood. The proposed development is across the street from 2 schools and Google Earth images show school buses in the area. Further analysis and recommendations are needed regarding the implications of large truck use of this street. Regardless, if large vehicles / truck traffic are to be permitted in the area, they should travel the shortest distance and should not travel thought the neighbourhood on Beausoleil from St. Patrick. Demonstrate that large truck movements cannot be made from Chapel Response 5.6.4: The CTS/TIS demonstrated (in Appendix H) the WB-2 implications/constraints at the Rideau/Chapel intersection. Once a decision is made on the opening of Chapel Street at Beausoleil Drive, refinements can be made to truck court layout/operation. Comment 5.6.5: The proposed raised crosswalk at Chapel and Beausoleil is an interesting approach to heighten the visibility of pedestrians in this area as part of augmenting safety. A more thorough proposal and

19 Page 19 evaluation for the proposed intersection design for Chapel/Beausoleil should be provided as part of development approval. Response 5.6.5: Once a decision is made on the opening of Chapel Street at Beausoleil Drive, the design of the Chapel/Beausoleil intersection can be advanced that takes into account the multi-modal requirements at this important intersection. This design will be provided through the Site Plan Approval stage. Comment 5.6.6: The report states: A number of TDM measure could also be considered Due to the scale of this project in the community, a more specific recommendations for TDM as part of this development is required. As a minimum, on-site change rooms and facilities for onsite employees should be provided. Response 5.6.6: As mentioned in the original CTS/TIS the following TDM measures could be considered to reduce vehicle use: improving the quality and safety of pedestrian facilities, such as enhanced sidewalks/lighting; bicycle accommodation on the adjacent Chapel Street; ride-sharing programs (e.g. community forum where residents can register/arrange carpooling or onsite parking can be reserved for VRTUCAR cars); carpool incentives (e.g. reserved preferred parking for carpooling residents); subsidized transit passes; and on-site change room/shower facilities for any on-site retail staff. Comment 5.6.7: This large scale urban site will generate significant pedestrian and bicycle trips. Response 5.6.7: Agreed. The revised Synchro analysis accounts for increased pedestrian and cyclist volumes within the study area. Comment 5.6.1: Bicycle facilities on area roads are not as specific. Since this development will generate both vehicle and bicycle traffic, on-road mitigations for bicycling should be implemented as part of development approval. Provide recommendations for cycling facilities such as bike lanes and bike boxes, etc. for the immediate streets and intersections that are adjacent to the proposed development that are appropriate for the context. Identify improvement to area streets and intersections that are part of this study area. Response 5.6.1: The recent reconstruction of Rideau Street includes sharrows along both sides of the roadway within the transit/taxi lane. With regard to Beausoleil Drive, it is understood that it is a Phase 1 (37) project in the Cycling Plan for shared-use lanes. With regard to Chapel Street it is identified as a local route in the City s ultimate cycling network. This implies an on-road facility such as a painted bike lane or a shared-lane. It is noteworthy that currently neither Chapel Street nor Beausoleil have any current on the ground identified cycling facility/accommodation. The current mid-block width on Chapel Street between Rideau Street and Beausoleil Drive is approximately 8.5 to 9. m. This currently accommodates one lane of traffic in each direction and on-street parking adjacent to the west curb. Options to accommodate bicycle travel on this section of Chapel Street are: 4.25 m to 4.5 m wide shared-use lanes with no on-street parking;

20 Page 2 3. m wide travel lanes with 1.5 m wide painted bike lanes adjacent to each curb with no on-street parking; or Keep the current road function and provide a cycle track in the boulevards (i.e., maintain parking). Given the mix of truck and car traffic projected for this section of Chapel Street and the number of proposed access points, the first and third options are likely best. The first option would require the removal of the recently reconstructed curb extension in the northwest corner of the Rideau/Chapel intersection. The third option would result in the loss of existing trees and potentially some sidewalk reconstruction. The City s preferred approach can be implemented through the Site Plan Approval drawings. Based on the foregoing, the proposed Chapel Street development continues to be recommended from a transportation perspective. If there are any questions, please call. Sincerely, André Jane Sponder, B.A.Sc. Analyst, Transportation Ottawa Operations Ronald M. Jack, P.Eng. Vice President Manager Ottawa Operations 15-Apr-15

21 Appendix A Current Study Area Intersection Counts

22 Public Works - Traffic Services Turning Movements Count - Peak Period Diagram ST. PATRICK ST/ST. ANDREW BEAUSOLEIL DR Survey Date: Start Time: Tuesday, July 23, 213 WO No: : Device: Peak Period: AM Period 7:15 8:15 BEAUSOLEIL DR W N E Total S Trucks Cars ST. PATRICK ST/ST. ANDREW ST AM Period :15 8: Cars Trucks Total Validation Note: Results generated Nov 27, 214. All records still in violation were set to Edited. 215-Jan-13 Page 1 of 3

23 Public Works - Traffic Services Turning Movements Count - Peak Period Diagram ST. PATRICK ST/ST. ANDREW BEAUSOLEIL DR Survey Date: Start Time: Tuesday, July 23, 213 WO No: : Device: Peak Period: PM Period 17: 18: BEAUSOLEIL DR W N E Total S Trucks Cars ST. PATRICK ST/ST. ANDREW ST PM Period : 18: Cars Trucks Total Validation Note: Results generated Nov 27, 214. All records still in violation were set to Edited. 215-Jan-13 Page 3 of 3

24 Public Works - Traffic Services Turning Movements Count - Peak Period Diagram CHAPEL RIDEAU ST Survey Date: Start Time: Wednesday, February 5, 214 WO No: : Device: Miovision Peak Period: AM Period 8: 9: CHAPEL ST W N E Total S Trucks Cars RIDEAU ST AM Period : 9: Cars Trucks Total Validation Note: Results generated May 12, 214. All records still in violation were set to Edited. 215-Jan-13 Page 1 of 3

25 Public Works - Traffic Services Turning Movements Count - Peak Period Diagram CHAPEL RIDEAU ST Survey Date: Start Time: Wednesday, February 5, 214 WO No: : Device: Miovision Peak Period: PM Period 16:3 17:3 CHAPEL ST W N E Total S Trucks Cars RIDEAU ST PM Period :3 17: Cars Trucks Total Validation Note: Results generated May 12, 214. All records still in violation were set to Edited. 215-Jan-13 Page 3 of 3

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