HENDERSON DEVELOPMENT 213, 217, 221, 221 ½, 223 HENDERSON AVENUE and 65 TEMPLETON STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW.

HENDERSON DEVELOPMENT 213, 217, 221, 221 ½, 223 HENDERSON AVENUE and 65 TEMPLETON STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW Prepared for: 2294170 Ontario Inc. February 2, 2017 117-652 Report_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) 692-8662 - Fax (613) 692-1945

TABLE OF CONTENTS PAGE 1. INTRODUCTION... 1 1.1 Scope of Work... 1 2. ADJACENT ROADWAYS AND INTERSECTIONS... 3 3. PROPOSED HENDERSON DEVELOPMENT... 6 3.1 Trip Generation... 8 3.2 Trip Distribution... 9 4. TRANSPORTATION IMPACT... 9 4.1 Vehicular Trips... 9 4.2 Non-Auto Trips... 15 4.3 Supply/Demand for On-Street Parking... 15 4.4 Sight Line at the Development Accesses... 17 5. FINDINGS... 18 APPENDIX... 21 LIST OF FIGURES 1.1 SITE LOCATION PLAN... 2 2.1 EXISTING 2017 WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS... 4 2.2 EXISTING 2017 WEEKDAY PEAK AM AND PM HOUR PEDESTRIAN COUNTS 5 3.1 CONCEPTUAL SITE PLAN... 7 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS... 10 4.1 YEAR 2023 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC... 12 4.2 YEAR 2023 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC... 13 4.3 AVAILABLE ON-STREET PARKING... 16 4.4 SIGHT LINE From the Parking Garage Exit... 19 LIST OF TABLES 3.1 SITE INVENTORY... 6 3.2 TRIP GENERATION RATES... 8 3.3 PEAK HOUR SITE TRIPS GENERATED... 9 4.1 HENDERSON AVE. AND TEMPLETON ST. INTERSECTION - LoS & Delay... 14 4.2 SITE EXIT AND TEMPLETON ST. INTERSECTION - LoS & Delay... 15 4.3 SUPPLY/DEMAND FOR ON-STREET PARKING (2017 Counts)... 17

1. INTRODUCTION HENDERSON DEVELOPMENT 213, 217, 221, 221 ½, 223 HENDERSON AVENUE and 65 TEMPLETON STREET OTTAWA, ONTARIO TRANSPORTATION OVERVIEW A Site Plan has been prepared by 2294170 Ontario Inc. for the development of a parcel of land comprising of the 213, 217, 221, 221 ½, 223 Henderson Avenue and 65 Templeton Street properties. The total property is 1,062.43 m 2 in size and currently has three residential buildings on the site. The owner of the property proposes that the existing buildings be replaced by a fourstorey low-rise apartment building with a two floor underground parking garage. The building will contain 33 residential apartment units with a food court and lounge on the first floor. The parking garage will have an entrance off of Henderson Avenue and an exit onto Templeton Street. The development is expected to be completed and substantially occupied by 2018. The location of the site is shown in Figure 1.1. The firm of D. J. Halpenny & Associates Ltd. has been retained by the owner of the property to prepare a Transportation Impact Assessment report which would address the transportation issues for the site. Staff of the City of Ottawa has requested that the traffic assessment address the number of expected site generated trips, the sight line of vehicles entering and exiting the site s parking garage, and on-street parking. The study will also examine the use of non-auto modes of travel. 1.1 Scope of Work The number of new trips from the site is expected to be fewer than 75 vehicles per hour (two directional peak hour trips) and would therefore not trigger the preparation of a Transportation Impact Assessment report as documented in the City of Ottawa Transportation Impact Assessment Guidelines. Staff of the City of Ottawa has requested that a Transportation Overview report be prepared which will examine the number of vehicle trips expected from the site and address staff comments. The scope of the traffic study involves the examination and operation of the intersection of Henderson Avenue and Templeton Street, the site accesses onto both Henderson Avenue and Templeton Street, the sight lines at the site accesses, supply/demand for on-street parking, and the use of non-auto modes of transportation. The traffic analysis will be completed for the 2017 traffic counts at the Henderson/Templeton intersection, and at the site exit onto Templeton Street and the Henderson/Templeton intersection for the expected 2023 traffic which represents the traffic at five years beyond completion of the development. The time period for the study will be the weekday peak AM and PM hours of the adjacent streets which is when both the development and the background traffic on the surrounding roads would be the highest.

2 FIGURE 1.1 SITE LOCATION PLAN

3 2. ADJACENT ROADWAYS AND INTERSECTIONS The proposed Henderson Development will be located at the intersection of Henderson Avenue and Templeton Street. Henderson Avenue is a north-south urban local street with a pavement width of approximately 7.5 m. Traffic is restricted to one-way travel in the southbound direction with no posted speed limit on the street. Pedestrian sidewalks exist along both sides of the street. Between Somerset Street E. and Templeton Street, on-street parking is prohibited along the east side of Henderson Avenue, and along the west side parking is prohibited with the exception of a portion of the street across from the site. Templeton Street is a two lane east-west urban local street with a pavement width of approximately 8.5 m. Truck travel is prohibited east of Henderson Avenue in the eastbound direction. There is no posted speed limit along the street. Sidewalks exist along both sides of the street. On-street parking is prohibited on both sides of Templeton Street between King Edward Avenue and Henderson Avenue by the placement of No Stopping signs. Parking on Templeton Street between Henderson Avenue and Nelson Street is prohibited by No Parking signs on the north side of the street, and parking on the south side consists of both No Parking and a portion allowing parking (with restrictions). King Edward Avenue is a north-south arterial road located approximately 80 m west of Henderson Avenue. The road is a two lane road with a posted speed limit of 40 km./h. Parking is restricted on both sides of the road north of Templeton Street, and along the west side south of Templeton Street with the placement of No Parking and No Stopping signs. On-street paid parking is permitted (with restrictions) on the east side of the road south of Templeton Street. The intersection of Henderson Avenue and Templeton Street is an All-Way stop controlled intersection with the following lane configuration: Eastbound Templeton St. Approach Westbound Templeton St. Approach Southbound Henderson Ave. Approach - One through lane - One through lane - One shared left/right turn lane The intersection of Templeton Street and King Edward Avenue is controlled by traffic signals. Traffic counts were taken by D. J. Halpenny & Associates Ltd. at the intersection of Henderson Avenue and Templeton Street on January 17, 2017. Figure 2.1 shows the weekday peak AM and PM hour traffic counts for the intersection. The surrounding area is part of the University of Ottawa campus with student housing in close proximity to the campus and OC Transpo transit routes along King Edward Avenue. Pedestrian counts were taken during the same hours as the vehicular counts with observations showing that the majority of pedestrians were students. The pedestrian counts at the Henderson/Templeton intersection were for pedestrians crossing at the intersection and not mid-block or jaywalking. Figure 2.2 shows the volume and crossing movements of pedestrians at the Henderson/Templeton intersection.

4 FIGURE 2.1 EXISTING 2017 WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS

5 FIGURE 2.2 EXISTING 2017 WEEKDAY PEAK AM AND PM HOUR PEDESTRIAN COUNTS

6 3. PROPOSED HENDERSON DEVELOPMENT The proposed Henderson Development is located at the northeast corner of the intersection of Henderson Avenue and Templeton Street. The site is 1,062.43 m 2 in size and is currently occupied by three residential buildings. The buildings have a municipal address of 213 to 223 Henderson Avenue with access onto Henderson Avenue. The site also includes a vacant lot used as a parking lot with an address of 65 Templeton Street and access onto Templeton Street. The existing buildings on the site will be replaced by a single four storey residential apartment building with 33 dwelling units. The first floor will contain a food court and an area for a lounge and amenities, plus a 13.0 m 2 building management office. The food court is mainly for residence of the building, but would be open to the public. Table 3.1 provides an inventory of the size and uses within the building, with Figure 3.1 showing a conceptual site plan of the development which is expected to be completed by 2018. LAND USE TABLE 3.1 SITE INVENTORY BUILDING AREA First Floor Food Court 218 m 2 2,346.5 ft 2 First Floor Lounge/Amenity 115 m 2 1,237.8 ft 2 33 Apartment Dwelling Units 1,207.68 m 2 12,999.3 ft 2 The site proposes a two floor underground parking garage with one entrance from Henderson Avenue approximately 40 m north of Templeton Street, and one exit onto Templeton Street located approximately 40 m east of Henderson Avenue. The parking garage will provide 29 parking spaces including 2 visitor spaces. A bike storage area for 44 bicycles will be located in the parking garage, plus additional bike racks near the entrance to the building for the food court. The property is currently zoned, Residential Fourth Density, subzone H, exception 480 R4H[480], which will not support the proposed Henderson Avenue Development. The site will require a rezoning for the proposed commercial use. The site is located adjacent to the University of Ottawa (U of O) campus. On the west side of Henderson Avenue across from the proposed development is the U of O Advanced Research Complex (25 Templeton), and on the south side of Templeton Street the U of O Minto Sports Complex and field (40 Templeton). The U of O Colonel By Hall is located on the west side of King Edward Avenue across from Templeton Street. The U of O Henderson Residence is located on the west side of Henderson Avenue just north of the site. The residence does not contain a cafeteria. Development in the area which is not associated with the university comprises mainly of residential homes, which is extensively used as off-campus housing for students. The site is in close proximity to OC Transpo bus routes along King Edward Avenue with access to the Transitway.

7 FIGURE 3.1 CONCEPTUAL SITE PLAN

8 3.1 Trip Generation The trips from the proposed Henderson Development were determined from the statistical data published in the Institute of Transportation Engineers (ITE) document, Trip Generation, 9 th Edition. The analysis has utilized the ITE land use Apartments for a rental apartment use, and for the food court the study has utilized the ITE land use for a Bread/Donut/Bagel Shop commercial use. The trip rate was applied to the gross floor area of the food court. The lounge/amenity area was assumed to not generate any new trips. Since the size of the uses is very small when compared to the ITE sample size, the analysis has used the average trip rates rather than the fitted curve equations which would require extrapolating the data far outside the area of the sample data. The trip generation rates used in the study are shown in Table 3.2. TABLE 3.2 TRIP GENERATION RATES BUILDING USE ITE LAND USE TRIP GENERATION RATE Peak AM Hr. Peak PM Hr. Apartments Food Court Apartments ITE Land Use 220 Bread/Donut/Bagel Shop without Drive-Through Window ITE Land Use 939 0.51 T/Unit 0.62 T/Unit 70.22 T/1000 ft 2 28.00 T/1000 ft 2 The study has applied the following assumptions in the trip generation analysis: 1. With the location of the development adjacent to the U of O campus and the amount of on-campus and off-campus housing, the client has suggested that the majority of the apartment units would be rented by university students. The study has assumed that 50 percent of the units would be rented by students who would not own cars. Of the 33 apartment units, the analysis has assumed that the renters in 17 units would own cars and may generate peak hour trips. With the downtown location of the site, the analysis has also applied a 20 percent modal share reduction to account for walking, transit, and bicycle use. This agrees with the City of Ottawa Transportation Master Plan 2013 which has identified the 2011 peak morning period as having a transit share of 22.4 percent. 2. The analysis has utilized the gross floor area of the food court in determining the number of site generated trips. Although the food court would be open to the public, it would be mainly used by residents of the apartment development who would not generate any new trips. With the high volume of pedestrian traffic past the site (Figure 2.2) and the U of O Henderson Residence across from the site, it is expected that the majority of customers from outside the apartment would be from pedestrian traffic. It is unlikely that the food court would attract new vehicular trips where the food court is the primary destination. The analysis has applied an 80 percent vehicular trip reduction to account for residents of the building, and pedestrian, transit and cycling customers who are not residents.

9 Table 3.3 shows the expected number of weekday peak AM and PM hour site generated trips for the Henderson Development. The expected number of peak hour site generated trips shown in Table 3.3 is in agreement with the 29 parking spaces provided in the underground parking garage. TABLE 3.3 PEAK HOUR SITE TRIPS GENERATED BUILDING USE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT 17 Apartment Units 9 2 (20%) 7 (80%) 11 7 (65%) 4 (35%) 20% Modal Share Reduction -2 0-2 -3-2 -1 Total Apartment Trips 7 2 5 8 5 3 Food Court/Amenity 165 78 (47%) 87 (53%) 66 33 (50%) 33 (50%) 80% Non-Auto Reduction -132-62 -70-52 -26-26 Total Food Court 33 16 17 14 7 7 Total Trips 40 18 22 22 12 10 3.2 Trip Distribution All of the site generated trips would enter the site s parking garage by travelling southbound on Henderson Avenue since Henderson Avenue is restricted to one-way traffic southbound. All trips exiting the site would exit onto Templeton Street. The trips onto Templeton Street were proportioned to 25 percent travelling eastbound and 75 percent westbound. The distribution of trips was determined from the January 17, 2017 traffic counts at the southbound approach to the Henderson/Templeton intersection. The distribution was applied to both the peak AM and peak PM hour site generated trips. Figure 3.2 shows the expected distribution of site trips for the Henderson Development during the weekday peak AM and PM hours. 4. TRANSPORTATION IMPACT 4.1 Vehicular Trips The will be examining the operation of the Henderson/Templeton intersection using the existing 2017 traffic counts, and the operation of the Henderson/Templeton intersection and site entrance and exit for the expected traffic at the year 2023 which represents

10 FIGURE 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS

11 five years beyond completion of the site. The analysis will be completed for the expected weekday peak AM and PM hours. The analysis will use the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the Highway Capacity Manual 6 th Edition. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. The growth in background traffic was determined from the City of Ottawa Transportation Master Plan 2013 which states that the growth between the actual 2011 and projected 2031 population for the Inner Area would be 9 percent or an annual average compounded growth of 0.43 percent. The study has therefore applied a 1 percent annual growth to the 2017 traffic (Figure 2.1) at all approaches to the Henderson/Templeton intersection. The 1 percent annual compounded growth would result in a growth factor of 1.062 which was applied to the 2017 traffic to determine the expected 2023 traffic as shown in Figure 4.1. The total expected 2023 weekday peak AM and PM hour traffic volumes were determined by the addition of the expected site trips from the proposed development which are shown in Figure 3.2, and the 2023 background traffic shown in Figures 4.1. The result is the expected total 2023 traffic volumes in Figure 4.2 which includes the expected site generated trips. Henderson Avenue and Templeton Street Intersection The Henderson/Templeton intersection is a T intersection with Templeton Street forming the eastbound and westbound approaches and Henderson Avenue the southbound approach. Henderson Avenue is a one-way street in the southbound direction. The intersection is controlled by all-way stop signs, with all approaches consisting of one lane. The operational analysis using the 2017 traffic counts determined that all approaches would function at a Level of Service (LoS) A during both the peak AM and PM hours. The 95 th percentile queue during the peak PM hour was 0.2 vehicles at the eastbound approach, 0.4

12 FIGURE 4.1 YEAR 2023 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC

13 FIGURE 4.2 YEAR 2023 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC

14 vehicles at the westbound approach, and 0.2 vehicles at the southbound approach. Table 4.1 summarizes the operation of the intersection with the analysis sheets provided in the Appendix as Exhibit 1 for the peak AM hour and Exhibit 2 for the peak PM hour. TABLE 4.1 HENDERSON AVE. AND TEMPLETON ST. INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2017 (2023) WEEKDAY PEAK PM HOUR YEAR 2017 (2023) LoS Delay (sec.) LoS Delay (sec.) EB Through Templeton Street. A (A) 7.4 (7.4) A (A) 7.4 (7.5) WB Through Templeton Street A (A) 7.6 (7.7) A (A) 7.6 (7.7) SB Left/Right Henderson Avenue A (A) 7.0 (7.1) A (A) 7.1 (7.2) Total Intersection A (A) 7.4 (7.5) A (A) 7.4 (7.5) For the expected 2023 traffic, the intersection would continue to operate at a LoS A at all approaches during both the peak AM and PM hours. The 95 th percentile queue during the peak PM hour was 0.2 vehicles at the eastbound approach, 0.5 vehicles at the westbound approach during the peak AM hour, and 0.2 vehicles at the southbound approach during the peak PM hour. Table 4.1 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 3 and Exhibit 4. Site Entrance and Henderson Avenue Intersection The entrance to the parking garage would be from an entrance from Henderson Avenue which is located approximately 40 m north of Templeton Street. With Henderson Avenue restricted to southbound one-way traffic, the only approach to the intersection would be the southbound Henderson Avenue left/through lane. The left turn movement into the site would be unobstructed and would function at an acceptable level of service. Site Exit and Templeton Street Intersection The exit from the parking garage would form the southbound left/right turn movement to the intersection, and Templeton Street the eastbound and westbound through movements. The intersection would be a two-way stop controlled intersection with the southbound garage exit as the stop controlled approach. For the expected 2023 traffic, the southbound garage exit approach would function at a LoS A during both the peak AM and PM hours. The southbound approach would experience a 95 th percentile queue of 0.1 vehicles during the peak AM hour. Table 4.2 summarizes the operation

15 of the intersection with the analysis sheets provided as Exhibit 5 for the peak AM hour and Exhibit 6 for the peak PM hour. TABLE 4.2 SITE EXIT AND TEMPLETON ST. INTERSECTION LoS & Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR (2023) WEEKDAY PEAK PM HOUR YEAR (2023) LoS Delay (sec.) LoS Delay (sec.) SB Left/Right Site Exit. (A) (9.2) (A) (9.2) 4.2 Non-Auto Trips The site is located in an urban area adjacent to the edge of the University of Ottawa campus. The site is in close proximity to bus routes along King Edward Avenue and the existing Transitway, and will be in walking distance of the future LRT station. Areas of employment and entertainment are all within walking distance of the site. It would be expected that the area would experience a high level of non-auto use. Pedestrian counts taken on January 17, 2017 (Figure 2.2) determined that the volume of pedestrian movements at the Henderson/Templeton intersection were approximately twice as great as vehicular traffic. Observations showed that a high percentage of the pedestrians were university students. All streets in the area have pedestrian sidewalks along both sides of the street. Although the January 17, 2017 counts did not record many trips by bicycle due to the winter conditions and snow on the ground, trips by bicycle are expected to be high, especially by students. The development proposes bike storage for 44 bicycles and all U of O buildings contain bike racks for students. It is expected that non-auto trips for the area would be greater than trips by vehicles. 4.3 Supply/Demand for On-Street Parking Available parking and usage was examined in a survey conducted on January 17, 2017. The survey examined on-street parking within a block of the site and recorded both available parking (parking restrictions) and vehicle occupancy of parking. Figure 4.3 shows the available on-street parking in close proximity to the site. Within a block of the site there is parking along the west side of Henderson Avenue across from the site, and parking along the south side of Templeton Street across from the site. Both areas restrict parking to one hour between 8:00 AM and 6:00 PM Monday to Friday. Parking counts were taken at the Henderson Avenue and Templeton Street locations between the hours of 7:30 AM and 9:00 AM, and between 3:30 PM and 4:30 PM. Table 4.3 shows the supply and demand of parking at the two locations.

16 FIGURE 4.3 AVAILABLE ON-STREET PARKING

17 TABLE 4.3 SUPPLY/DEMAND FOR ON-STREET PARKING (2017 Counts) LOCATION AVAILABLE (Supply) OCCUPIED (Demand) Henderson Avenue Parking Spaces Parking Spaces 7:30 AM 10 6 8:00 AM 10 5 8:30 AM 10 7 9:00 AM 10 9 3:30 PM 10 8 4:00 PM 10 9 4:30 PM 10 10 Templeton Street Parking Spaces Parking Spaces 7:30 AM 4 2 8:00 AM 4 1 8:30 AM 4 2 9:00 AM 4 3 3:30 PM 4 3 4:00 PM 4 2 4:30 PM 4 3 The parking supply/demand shown in Table 4.3 determined that there was an average of 6 available (unoccupied) on-street parking spaces within a block of the development during the peak AM hour, and 2 available parking spaces during the peak PM hour. It is expected that the food court in the development would not generate any vehicle trips as a primary destination. The development does provide 2 visitor parking spaces within the underground parking garage. 4.4 Sight Line at the Development Accesses Vehicles entering the development from Henderson Avenue would have a clear sight line to the Henderson/Templeton intersection resulting in no issue with respect to seeing pedestrians walking along the east sidewalk adjacent to the site while turning left into the entrance to the parking garage.

18 The Templeton Street access would be a single lane exiting the parking garage. The face of the building is located approximately 1.85 m behind the Templeton Street sidewalk. Figure 4.4 shows a car exiting the parking garage onto Templeton Street. With the front of the vehicle stopped behind the sidewalk, the driver of the vehicle would have a clear sight line to the Henderson/Templeton intersection. From behind the sidewalk, the driver would also have a sight line along the north sidewalk of approximately 23.0 m which is approximately ⅔ the distance to the Henderson/Templeton intersection. 5. FINDINGS A Site Plan has been prepared for the owners of a parcel of land comprising of the properties at 213, 217, 221, 221 ½, 223 Henderson Avenue and 65 Templeton Street which is located at the northeast corner of the intersection of Henderson Avenue and Templeton Street. The Site Plan proposes the land to be constructed as a four storey 33 unit residential apartment building with a food court on the first floor. The development would have a two floor underground parking garage which would have one entrance from Henderson Avenue and one exit onto Templeton Street. The Henderson Development is expected to be completed and occupied by 2018. The has examined the operation of the intersection of Henderson Avenue and Templeton Street, non-auto mode of travel, on-street parking, and sight lines at the site s entrance and exit. The traffic analysis for the site would be for the 2017 traffic counts and expected traffic at the year 2023 (five years beyond completion of the site) for the Henderson/Templeton intersection and site accesses. The time period would be the peak AM and PM hour of the adjacent street traffic. The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that the Henderson Development would generate 18 new trips entering and 22 trips exiting the site during the peak AM hour, and 12 new trips entering and 10 trips exiting the site during the peak PM hour. 2) The operational analysis determined that all approaches to the Henderson/Templeton intersection would function at a Level of Service (LoS) A during the peak AM and PM hour for both the 2017 traffic counts and expected 2023 traffic. With Henderson Avenue restricted to southbound one-way traffic, the site entrance from Henderson Avenue would function at an acceptable level of service with an unobstructed left turn movement into the site. The operational analysis determined that the site exit onto Templeton Street would function at a LoS A during both the 2023 peak AM and PM hour. 3) Vehicular and pedestrian counts taken on January 17, 2017 during the peak AM and PM hour at the Henderson/Templeton intersection determined that the volume of pedestrians was approximately double that of the number of vehicles. With the site located adjacent to the University of Ottawa and in close proximity to transit routes and the Transitway, the site would experience a high number of non-auto trips. The site is also located within

19 FIGURE 4.4 SIGHT LINE From the Parking Garage Exit

20 4) walking distance of employment and entertainment areas which would make pedestrian travel more attractive. 5) The food court in the development will cater to residents in the apartment building and pedestrians walking to classes or transit. The food court is expected to generate few if any vehicular trips where the food court is the primary destination. A parking survey during peak hours determined that within one block of the site the utilization of on-street parking was approximately 40 percent available spaces during the peak AM hour and 15 percent during the peak PM hour. The development would also provide spaces within the parking garage for visitors and customers. 6) A sight line analysis determined that there would be no issue with vehicles entering and exiting the parking garage from seeing vehicles travelling along the road or pedestrians walking along the sidewalk. Prepared by: David J. Halpenny, M. Eng., P. Eng.

21 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS

22 EXHIBIT 1 2017 PEAK AM HOUR EXISTING TRAFFIC Henderson/Templeton

23 EXHIBIT 2 2017 PEAK PM HOUR EXISTING TRAFFIC Henderson/Templeton

24 EXHIBIT 3 2023 PEAK AM HOUR TOTAL TRAFFIC Henderson/Templeton

25 EXHIBIT 4 2023 PEAK PM HOUR TOTAL TRAFFIC Henderson/Templeton

26 EXHIBIT 5 2023 PEAK AM HOUR TOTAL TRAFFIC Site Exit/Templeton

27 EXHIBIT 6 2023 PEAK PM HOUR TOTAL TRAFFIC Site Exit/Templeton