Cardinal Creek Village Transportation Master Plan

Tamarack (Queen Street) Corporation

CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

FINAL REPORT

JULY 8, 2013

IBI| Group 400 – 333 Preston Street Ottawa ON K1S 5N4 Canada tel 613 225 1311 fax 613 225 9868

July 8, 2013

Mr. Michael J. Boughton, MCIP, RPP Senior Planner Development Review (Suburban Services) - East City of Ottawa 110 Laurier Avenue West, 4th Floor Ottawa, Ontario K1P 1J1

Dear Mr. Boughton:

CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN (TMP) FINAL REPORT We are pleased to submit two (2) copies of the final report of the Cardinal Creek Village Transportation Master Plan (TMP). The main revisions to the report are as follows:  Exhibits 10 and 11 have been updated to reflect the latest Concept Plan for the development.  The figures and text within the document have been revised to remove all reference to lands outside of the urban area expansion boundary.  Correspondence with the City of Ottawa with respect to comments on the previous submissions of the report has been included as an appendix to the attached report. We trust that the attached meets with your approval. Should you have any questions, please do not hesitate to contact me at (613) 225-1311 x. 508. Yours truly, IBI GROUP

Justin Date, P.Eng. Associate c.c.: - Asad Yousfani – City of Ottawa; - Ted Phillips – Tamarack - Richard Harrison – Richard W. Harrison & Associates

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IBI Group is a group of firms providing professional services and is affiliated with IBI Group Architects IBI GROUP FINAL REPORT

Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

DOCUMENT CONTROL

Client: Tamarack (Queen Street) Corporation

Project Name: Cardinal Creek Village

Report Title: Cardinal Creek Village Transportation Master Plan IBI Reference: 31539

Version: 3.0

Digital Master: J:\31539-CrdnlVllgTS\5.2 Reports\5.2.4 Transportation\5.2.4.7 Evalua of Altern\TTR_cardinal_village_tmp_2013-07-04.docx

Originator: Justin Date/ Austin Shih/ David Hook

Reviewer: Justin Date

Authorization: David Hatton

Circulation List: Michael Boughton – City of Ottawa Asad Yousfani – City of Ottawa Ted Phillips – Tamarack Richard Harrison – Richard W. Harrison & Associates

History: 1.0 – Draft for review – April 9, 2013 2.0 – First Submission – April 12, 2013 3.0 – Final Report – July 8, 2013

July 8, 2013 Page 1. IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

EXECUTIVE SUMMARY

This report presents the Transportation Master Plan (TMP) prepared for the proposed Cardinal Creek Village development by Tamarack Homes. The subject lands are generally located to the east of Cardinal Creek and south of Ottawa Road 174 and are currently designated in the City of Ottawa Official Plan as Urban Expansion Study Area. An Official Plan Amendment (OPA) application which requests the City of Ottawa to adopt a Concept Plan detailing the urbanization of these lands has been submitted by the proponent.

The TMP serves as a companion document to the Cardinal Creek Village Community Transportation Study (CTS), prepared by IBI Group in July 2013. The CTS report was prepared in support of the OPA application in accordance with the City’s guidelines and includes details of: the proposed transportation network in the development in terms of proposed intersection locations; the internal street layout; and pedestrian, cycling and transit facilities. An assessment of existing and future traffic demand and roadway capacity has also been carried out.

The TMP has been prepared in accordance with the provisions of the Municipal Class Environmental Assessment (MCEA) process, which combines the requirements of the Planning Act and the Environmental Assessment Act. The TMP incorporates information from the CTS report together with information on the EA process and the evaluation of alternative concept plans for the development.

The preferred concept plan for the Cardinal Creek Village development includes approximately 3,262 residential units, institutional land uses and mixed-use commercial areas. It is anticipated that the development could be fully built-out by 2031.

The City of Ottawa and the United Counties of Prescott and Russell are currently undertaking a Class Environmental Assessment (EA) for improvements to Ottawa Road 174/ County Road 17 from the Highway 417 interchange to the Town of Rockland. The traffic analysis in this TMP report has utilized future background traffic projections based on information from the City traffic model provided by the City of Ottawa. Updated traffic projections and an assessment of future requirements along the Ottawa Road 174/ County Road 17 corridor will be determined by the ongoing EA study.

Successive sections of this report describe the MCEA process, the methodology used in the development and evaluation of the preliminary concept plan options, details of the preferred concept, traffic analyses and findings and conclusions associated with the study. A series of appendices provide details of the MCEA evaluation, background traffic information, traffic generation factors and intersection capacity analyses.

The main findings, conclusions and recommendations of this Transportation Master Plan report are as follows:

 An alternative of building and modifying roads and transit has been identified as the preferred solution to address the transportation demand for the Cardinal Creek Village Urban Expansion Area.

 A preferred Concept Plan including new collector roads, pathways and potential future transit corridors has been developed.

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IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

 At full build-out in 2031, it is estimated that the Cardinal Creek Village development will generate 1,460 total new vehicular trips during the weekday morning peak hour and 2,619 new trips during the afternoon peak hour.

 Screenline analysis indicates that there will be sufficient capacity at the Ottawa Road 174 and St. Joseph Boulevard/ Montreal Road crossings of the Bilberry Creek Screenline (SL45) and Green’s Creek Screenline (SL 16) to accommodate future background traffic growth plus site generated traffic at the 2021 and 2031 horizon years during the morning peak hour, provided the infrastructure improvements identified in the City of Ottawa TMP are implemented.

 Additional vehicular capacity will be provided to the Trim Road corridor through the ongoing Trim Road widening project.

 Capacity issues along the Ottawa Road 174/ County Road 17 corridor are being assessed as part of the ongoing EA study.

 Future widening of Old Montreal Road between Dairy Drive and Frank Kenny Road, from two to four lanes, will likely be required between 2021 and 2031 as the later phases of Cardinal Creek Village are developed.

 Future potential transit corridors have been identified for protection in the preferred Concept Plan along the south side of Old Montreal Road and along the main collector road south of Old Montreal Road to Frank Kenny Road. It is intended that these corridors will be protected until they have been reviewed further as part of the update to the Ottawa TMP.  New intersections and modifications to existing intersections within the study area will be required. The timing of the following projects will be coordinated with the phasing of the development:

 Major Collector Road

 Minor Collector Road ‘A’

 Minor Collector Road ‘B’

 Old Montreal Road/ Frank Kenny Road Intersection Modifications

 New intersection at Old Montreal Road and Major Collector Road – Traffic signals with auxiliary turning lanes or roundabout.

 New intersection at Old Montreal Road and Minor Collector Road ‘A’ – stop- control or roundabout.

 New intersection at Old Montreal Road and Minor Collector Road ‘B’ – stop- control or roundabout.

 New intersection at Frank Kenny Road and Major Collector Road – stop control

 New intersection at Ottawa Road 174 and Major Collector Road – Traffic signals with auxiliary turning lanes (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study).

July 8, 2013 Page ES-ii IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

 New intersection at Ottawa Road 174 and Commercial Site Access #1 – right-in/ right-out restricted (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study).

 New intersection at Ottawa Road 174 and Commercial Site Access #2 – right-in/ right-out restricted (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study).

Further details of the requirements at the new intersections identified in this TMP will be determined as part of future Transportation Impact Studies to be prepared at the Draft Plan of Subdivision stage. For the purpose of the traffic analysis conducted in this TMP, it has been assumed that additional east-west roadway capacity between Orleans and the communities to the east (Cumberland, Rockland) will be provided though the widening of the existing Ottawa Road 174 corridor. However, the ongoing Ottawa Road 174/ County Road 17 EA study and the update to the Ottawa TMP will assess future travel demand in the area on a regional level and will identify a preferred alternative of either widening the existing corridor or the construction of a new east-west corridor to the south. In this respect, details of the proposed development accesses along Ottawa Road 174 will continue to be developed in tandem with the ongoing Ottawa Road 174/ County Road 17 EA study.

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July 8, 2013 Page ES-iii IBI GROUP

FINAL REPORT

TABLE OF CONTENTS

EXECUTIVE SUMMARY

1. INTRODUCTION ...... 1

2. STUDY PROCESS ...... 2 2.1 Integrated Process with Planning Act and Municipal Class Environmental Assessment Act ...... 3 2.2 Study Co-ordination and Integration ...... 6 2.3 Public and Agency Consultation ...... 6

3. EXISTING ENVIRONMENTAL CONDITIONS ...... 8 3.1 Existing Road Network ...... 8 3.2 Protected Rights-of-Way ...... 9 3.3 Existing Bicycle & Pedestrian Facilities ...... 11 3.4 Existing Transit Service/ Facilities ...... 11 3.5 Existing Traffic Volumes ...... 13 3.6 Collision Records ...... 13 3.7 Future Road Network ...... 16 3.8 Future Bicycle & Pedestrian Facilities ...... 18 3.9 Future Transit Service ...... 18 3.10 Other Environmental Conditions ...... 19

4. NEEDS ASSESSMENT ...... 20 4.1 Future Background Traffic ...... 20 4.2 Intersection Capacity Analysis ...... 23 4.2.1 Methodology - Signalized Intersections ...... 23 4.2.2 Methodology - Unsignalized Intersections ...... 24 4.2.3 Existing (2012) Traffic ...... 25 4.2.4 Future (2021) Background Traffic ...... 26 4.2.5 Future (2031) Background Traffic ...... 27

5. IDENTIFICATION AND EVALUATION OF ALTERNATIVE SOLUTIONS ...... 29

6. ALTERNATIVE NEIGHBOURHOOD CONCEPT PLANS ...... 31 6.1 Preliminary Neighbourhood Concept Plans ...... 32

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FINAL REPORT

TABLE OF CONTENTS (CONT’D)

6.2 Old Montreal Road Realignment Options ...... 34 6.3 Rapid Transit Corridor Options ...... 36 6.4 Evaluation Process ...... 38

7. PREFERRED CONCEPT PLAN ...... 39 7.1 Land Uses ...... 42 7.2 Phasing ...... 43 7.3 Development Access ...... 43 7.4 Preliminary Pathway Network ...... 43 7.5 Community Transit Service ...... 44 7.6 Transportation Demand Management ...... 44 7.7 Traffic Analysis – Preferred Concept Plan ...... 46 7.7.1 Trip Generation ...... 46 7.7.2 Traffic Distribution ...... 49 7.7.3 Intersection Capacity Analysis ...... 56 7.7.4 Traffic Signal Warrants Analysis ...... 60 7.7.5 Screenline Analysis ...... 61 7.8 Implementation ...... 62 7.8.1 Required Roadway Infrastructure ...... 63 7.8.2 Modifications ...... 64 7.9 Impacts and Mitigation ...... 65 7.9.1 Built-in Mitigation Measures ...... 65 7.9.2 Assessment and Evaluation Results ...... 66 7.10 Monitoring ...... 68 7.10.1 Fisheries ...... 68 7.10.2 Butternut ...... 68 7.10.3 Groundwater ...... 69

8. FINDINGS AND CONCLUSIONS ...... 70

July 8, 2013 Page ii. IBI GROUP

FINAL REPORT

TABLE OF CONTENTS (CONT’D)

LIST OF EXHIBITS

EXHIBIT 1 – STUDY AREA ...... 2 EXHIBIT 2 – EXISTING ROAD NETWORK ...... 10 EXHIBIT 3 – EXISTING PEDESTRIAN, CYCLING & TRANSIT FACILITIES ...... 12 EXHIBIT 4 – EXISTING (2012) TRAFFIC ...... 14 EXHIBIT 5 – FUTURE (2021) BACKGROUND TRAFFIC ...... 21 EXHIBIT 6 – FUTURE (2031) BACKGROUND TRAFFIC ...... 22 EXHIBIT 7 – NEIGHBOURHOOD CONCEPT PLAN OPTIONS ...... 33 EXHIBIT 8 – OLD MONTREAL ROAD ALIGNMENT OPTIONS ...... 35 EXHIBIT 9 – RAPID TRANSIT CORRIDOR ALIGNMENT OPTIONS ...... 37 EXHIBIT 10 – PREFERRED CONCEPT PLAN ...... 41 EXHIBIT 11 – PRELIMINARY PATHWAY NETWORK ...... 45 EXHIBIT 12 – TRAFFIC DISTRIBUTION ...... 49 EXHIBIT 13 – FUTURE (2021) SITE GENERATED TRAFFIC ...... 52 EXHIBIT 14 – FUTURE (2031) SITE GENERATED TRAFFIC ...... 53 EXHIBIT 15 – FUTURE (2021) BACKGROUND PLUS SITE GENERATED TRAFFIC ...... 54 EXHIBIT 16 – FUTURE (2031) BACKGROUND PLUS SITE GENERATED TRAFFIC ...... 55

LIST OF TABLES

TABLE 1 – EXISTING RIGHTS-OF-WAY ...... 9 TABLE 2 – REPORTED COLLISIONS WITHIN THE STUDY AREA ...... 13 TABLE 3 – INTERSECTION CAPACITY ANALYSIS, EXISTING TRAFFIC ...... 25 TABLE 4 – INTERSECTION CAPACITY ANALYSIS, FUTURE (2021) BACKGROUND TRAFFIC ...... 26 TABLE 5 – INTERSECTION CAPACITY ANALYSIS, FUTURE (2031) BACKGROUND TRAFFIC ...... 27 TABLE 6 – ALTERNATIVE TRANSPORTATION SOLUTIONS EVALUATION ...... 30 TABLE 7 – QUALITATIVE IMPACT ASSESSMENT TECHNIQUE ...... 38 TABLE 8 – PRINCIPLE CHANGES INCLUDED IN THE PRELIMINARY CONCEPT ...... 39 TABLE 9 – PROPOSED DEVELOPMENT LAND USES ...... 42 TABLE 10 – TRIP GENERATION (2021 – Approx. 50% BUILD-OUT) – ITE RATES ...... 46 TABLE 11 – TRIP GENERATION (2031 BUILD-OUT) – ITE RATES ...... 46 TABLE 12 – TRIP GENERATION SUMMARY (2021) – ADJUSTED ...... 48 TABLE 13 – TRIP GENERATION SUMMARY (2031) – ADJUSTED ...... 48 TABLE 14 – INTERSECTION CAPACITY ANALYSIS, FUTURE (2021) BACKGROUND PLUS SITE GENERATED TRAFFIC...... 56 TABLE 15 – INTERSECTION CAPACITY ANALYSIS, FUTURE (2031) BACKGROUND PLUS SITE GENERATED TRAFFIC...... 58 TABLE 16 – SCREENLINE ANALYSIS ...... 61 TABLE 17 – REQUIRED ROADWAY INFRASTRUCTURE ...... 63

July 8, 2013 Page iii. IBI GROUP

FINAL REPORT

TABLE OF CONTENTS (CONT’D)

LIST OF APPENDICES

APPENDIX A – PHOTOS APPENDIX B – OC TRANSPO MAPS APPENDIX C – TRAFFIC DATA APPENDIX D – COLLISION DATA APPENDIX E – INTERSECTION CAPACITY ANALYSES APPENDIX F – OTTAWA ROAD 174/ TRIM ROAD INTERCHANGE APPENDIX G – EVALUATION OF ALTERNATIVE NEIGHBOURHOOD CONCEPT PLANS APPENDIX H – TRIP GENERATION DATA APPENDIX I – TRAFFIC SIGNAL WARRANTS ANALYSES APPENDIX J – IMPACTS, MITIGATION AND MONITORING APPENDIX K – PUBLIC CONSULTATION REPORT/ EXISTING CONDITIONS REPORT APPENDIX L – CORRESPONDENCE – CITY COMMENTS

July 8, 2013 Page iv. IBI GROUP FINAL REPORT

Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

1. INTRODUCTION

July 8, 2013 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

2. STUDY PROCESS

Every five years, the City of Ottawa conducts a comprehensive review of its Official Plan. This review includes growth management analyses to ensure there is sufficient land designated for urban purposes to accommodate the projected growth to the time horizon of the Plan. Tamarack Homes proposed the lands known as Cardinal Creek Village for consideration in the 2008 Official Plan Amendment (OPA) review.

Through the 2008 OPA review, City staff determined that 850 hectares of land was to be brought into the urban boundary, with the amount being confirmed by the Ontario Municipal Board (OMB). Throughout its analysis, the City consistently scored Cardinal Creek Village (CCV) as one of the best candidate areas for urban expansion in the city. The CCV area has therefore been recommended for designation as an “Urban Expansion Study Area”.

Cardinal Creek Village consists of approximately 225 ha of land on the east end of the city (Figure 1). The entire study area has been designated as Urban Expansion Study Area by Order of the Ontario Municipal Board on June 12, 2012.

EXHIBIT 1 – STUDY AREA

In support of an OPA to redesignate the lands as from Urban Expansion Study Area to General Urban Area, various studies and plans will be required to identify:

 on and offsite municipal infrastructure (roads, water, sewers)

 natural heritage systems

 recreational pathways

 community facility requirements

 land use densities and mixes

July 8, 2013 Page 2 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

In addition to the various plans and studies required, the City’s Official Plan states that the requirements of the Municipal Engineers Association Municipal Class Environmental Assessment (MCEA) should also be met where required. To fulfill the Class EA requirements a Community Concept Plan and two concurrent Class Environmental Assessment Studies/Master Plans were initiated:

 Transportation Master Plan to provide the road and transit networks; and

 Master Servicing Study for water, storm drainage and sanitary.

Approval of the OPA and subsequent development applications under the Planning Act will be supported by these Class Environmental Assessments/Master Plans. The studies were prepared in accordance with the integration provisions of the MCEA (as amended in 2011) which combines the requirements of the Planning Act and the Environmental Assessment Act. An extensive and comprehensive public consultation process was conducted during this process.

2.1 Integrated Process with Planning Act and Municipal Class Environmental Assessment Act

The MCEA recognizes the benefits of integrating the Class Environmental Assessment process with the Planning Act approval, provided the intent and requirements of both processes are fulfilled. This type of integrated process results in the projects identified within the Master Planning and EA studies as being considered pre-approved under the MEA Class EA process when the approval of the OPA under the Planning Act comes into effect.

By completing the requirements for the environmental assessment and land use planning processes at the same time, proponents streamline their efforts and can more effectively meet the requirements of both the Planning Act and the MCEA. This streamlined process reduces duplication, leading to faster implementation.

When carrying out an integrated approach, the requirements of the Planning Act and the MCEA must still be met. Integration does not provide an exemption from MCEA requirements. Although the requirements of both Acts must still be met, there are opportunities to make two processes more efficient. These opportunities include combining the following:

 Public and government agency consultation;

 Documentation including technical / supporting studies; and

 Land use planning and infrastructure requirements.

Using a coordinated planning approach can be faster than considering requirements and obtaining approvals in a sequential manner as well as:

 Reduces duplication;

 Faster implementation;

July 8, 2013 Page 3 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

 Introduces efficiencies and reduces time for proponents; and

 Improves certainty for land use decision-making.

The EA requirements for all projects will be completed through the Master Plan process and integrated with the OPA, so that appeals regarding any of the projects may be directed to the OMB. Once approved, the preferred municipal infrastructure projects will not be subject to additional Class EA approval requirements with the submission of subsequent site plan or plan of subdivision applications. Any amendments or revisions would be made using the addendum procedures in the Class EA, including appropriate public review. Specific assessment studies that have been prepared in support of the OPA include:

 Transportation Master Plan; and

 Master Servicing Plan.

In addition to identifying the individual projects to be implemented, the completed Master Plans identify the Class EA project schedules for each project. A final Notice issued for the completion of the Class Environmental Assessment process and OPA notifications will include the availability of documentation for review.

Specific projects within the Cardinal Creek Village development area that are subject to the requirements of the Environmental Assessment Act are as follows:

 Construction of new roads or other linear paved facilities (>$2.3 Million - Schedule C)

 Widening of existing roads or other linear paved facilities (>$2.3 Million - Schedule C)

 Establish, extend or enlarge a water distribution system where the facilities are not in an existing road allowance or utility corridor (Schedule B);

 Establish, extend or enlarge a sewage collection system where the facilities are not in an existing road allowance or utility corridor (Schedule B);

 Establish new stormwater retention/detention ponds and appurtenances or infiltration systems including outfall to receiving water body (Schedule B); and construction of a new transit system (Schedule C).

Under current legislation, transit projects are eligible to follow either the Class EA process or a separate Transit Project Assessment Process that will allow a faster implementation. The findings and conclusions of the completed plans may become supporting documentation for future transit EA studies or completed within the scope of the Transportation Master Plan.

The municipal infrastructure projects for CCV are being identified, planned and approved through the development application process under Section 51 of the Planning Act in a manner that fulfills the requirements of the Municipal Class Environmental Assessment (Section A.2.9) process. As such, these projects will have satisfied the requirements outlined in Section A.2.9 of the Class EA process and will require no additional EA approvals. This allows the integration of both planning processes while ensuring the intent and requirements of both Acts are met.

July 8, 2013 Page 4 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

Section A.2.9 of the Class EA requires the completion of various phases and that the following steps be incorporated into the planning process to fulfill the EA requirements:

Phase 1 and 2

 Identify the problem or opportunity;

 Identify alternative solutions;

 Inventory existing environmental conditions;

 Impact assessment and evaluation of alternative solutions;

 Selected preliminary preferred solution;

 Consult with the review agencies and the public; and,

 Select preferred solution.

If the project is a Schedule B, the proponent shall issue a Notice of Completion to allow for public review of the documentation for the work undertaken. If the project is a Schedule C, the proponent shall continue as follows:

Phase 3 and 4

 Identify alternative design concepts for the selected alternative solution;

 Update existing conditions inventory (as required);

 Impact assessment and evaluation of alternative design concepts;

 Select preliminary preferred alternative design concept;

 Consult with the review agencies and the public;

 Select preferred alternative design concept;

 Document the work undertaken; and,

 Issue a Notification to allow for public review of the documentation of the work undertaken.

Following the review and approval of the Schedule B and C Class EAs, the projects can then proceed to Phase 5:

Phase 5

 Complete design drawings and tender documents;

 Construction and operation; and

July 8, 2013 Page 5 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

 Monitor for environmental provisions and commitments.

Review agencies and the public will have an opportunity to review the Class EA documentation being prepared in support of the OPA and have the ability to appeal to the OMB. The assessment and review process is being integrated with the Planning Act as the development application process is occurring simultaneously. Notification of the conditions of planning approvals and the Class EA documents will be advertised through a Notice of Completion. 2.2 Study Co-ordination and Integration

The reports and planning for CCV were undertaken in a similar time frame and in an integrated manner resulting in an iterative planning and decision making process. Examples of interrelated aspects of the infrastructure and land use planning process include:

 Analysis of existing conditions leading to the Environmental Constraints Plan utilized as the starting point for the Land Use/Demonstration Plan;

 The establishment of drainage corridors to be preserved and/or enhanced led to the stormwater management facility configuration can also be utilized for developing the Land Use/ Demonstration Plan;

 The establishment of sanitary collector sewers along proposed road facilitates to support orderly and cost effective phasing of development;

 The internal water distribution system developed which reflect the transportation network;

 Integration of a pathways system that reflects environmental amenities, transportation networks and neighbourhood requirements; and

 The development of a rapid transit corridor which is integrated with the transportation network.

These examples of collaboration between various studies were key to ensuring that the requirements of all land use and infrastructure components were accommodated in an acceptable manner. This information was presented collectively at the consultation sessions. 2.3 Public and Agency Consultation

Consultation is an integral part of both the Planning and Class EA processes. Consultation and the exchange of information was undertaken throughout the process using a variety of methods including meetings with community associations and the general public, electronic information distribution and regular meetings with the Study Team, approval agencies, and the Ward Councillor.

Three (3) Public Meetings were held with a total attendance of approximately 160 people. Additional meetings were held with area land owners and community groups as required. Scheduling of consultation opportunities corresponded to key project milestones throughout the process. Details of the consultation are contained in the Cardinal Creek Public Consultation Report (Delcan 2013). An electronic copy of the report is included on a CD provided in an appendix to this report.

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Many government agencies, municipal departments and approval authorities were also involved in the consultation process. Input was sought regarding direction and guidance for future approval and permitting requirements and specific technical issues. Input from agencies was solicited through various means including:

 Individual and group agency meetings to provide clarification;

 Site visit;

 Completion of additional technical works;

 Design clarifications; and,

 Corrections and additions to the reports as appropriate.

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3. EXISTING ENVIRONMENTAL CONDITIONS 3.1 Existing Road Network

Ottawa Road 174/ County Road 17

Ottawa Road 174 is a four-lane divided freeway between Highway 417 and Trim Road, under the jurisdiction of the City of Ottawa with a posted speed limit of 100 km/h. Ottawa Road 174 serves as the primary east-west transportation link between the suburb of Orleans and central Ottawa. East of Trim Road, Ottawa Road 174 becomes County Road 17, a rural arterial road with a two-lane cross- section and a posted speed limit of 90 km/h.

Old Montreal Road

Old Montreal Road is a two-lane rural arterial road under the jurisdiction of the City of Ottawa which runs in an east-west direction between Trim Road and Cumberland Village. The posted speed limit on the section of Old Montreal Road adjacent to the proposed development is 80 km/h. The speed limit on Old Montreal Road is reduced to 60 km/h along sections where individual properties access directly onto the roadway and along sections where the existing horizontal and vertical alignment of the roadway cannot support higher speeds.

St. Joseph Boulevard

St Joseph Boulevard is an east-west arterial road under the jurisdiction of the City of Ottawa which forms the west leg of the Trim Road/ Old Montreal Road intersection. St. Joseph Boulevard has a two-lane rural cross-section with a posted speed limit of 60 km/h along the section from Trim Road to east of Tenth Line Road.

Trim Road

Trim Road is a two lane roadway under the jurisdiction of the City of Ottawa that is classified as an arterial road with a posted speed limit of 70 km/h to the south of Ottawa Road 174 and as a major collector road to the north. Trim Road is the nearest north-south arterial road to the proposed development and is an important corridor connecting the developing communities in south Orleans to Ottawa Road 174.

Frank Kenny Road

Frank Kenny Road is a two-lane rural road under the jurisdiction of the City of Ottawa. The section of Frank Kenny Road between Old Montreal Road and Innes Road is classified as a major collector road.

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3.2 Protected Rights-of-Way

TABLE 1 – EXISTING RIGHTS-OF-WAY, indicates the Right-of-Way (ROW) widths that are to be protected along the roadways referenced above, as identified in the City of Ottawa Official Plan.

TABLE 1

EXISTING RIGHTS-OF-WAY

ROADWAY RIGHT-OF-WAY TO BE PROTECTED1

Old Montreal Road from Trim Road to Cardinal Creek 37.5m

Old Montreal Road, from Cardinal Creek to Chevalier Court 34m Trim Road, from Ottawa Road 174 to proposed Trim Road/ Frank 46m Kenny Road Extension

St. Joseph Boulevard, from Tenth Line Road to Trim Road 37.5m

Frank Kenny Road, from Old Montreal Road to Innes Road 20m

1Source: City of Ottawa Official Plan

Protection for the Ottawa Road 174 ROW is required and will be determined by the Ottawa Road 174/ County Road Road 17 Environmental Assessment (EA) Study.

EXHIBIT 2 – EXISTING ROAD NETWORK, presents the existing road classifications, lane configurations, auxiliary lane storage lengths and the type of traffic control for intersections analysed in this report.

APPENDIX A – PHOTOS, presents photographs of the existing road network adjacent to the proposed site.

July 8, 2013 Page 9 LEGEND City Freeway Arterial Road OTTAWA ROAD 174 Major Collector Road NORTH Collector Road OTTAWA RIVER Local Road 95m Auxiliary Lane Storage Length

TED KELLY LANE

OTTAWA ROAD 174 OLD MONTREAL RD

FRANK KENNY ROAD

C A R D 50m I NORTH SERVICE 115m N

C R E 135m E K

155m TRIM ROAD

90m OTTAWA ROAD 174

45m

OLD MONTREAL RD DAIRY DRIVE

TAYLOR CREEK

45m

50m

45m

50m 45m ST. JOSEPH BLVD

MONTCREST DRIVE

PRINCESS

WATTERS ROAD

LOUSISE

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 2 DATE: 2013-07-08 SCALE: Transportation Master Plan Existing Road Network 0m 200m 400m IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

3.3 Existing Bicycle & Pedestrian Facilities

There is an existing 1.5km long off-road multi-use pathway that runs along Cardinal Creek from Watters Road to the realigned Trim Road corridor. There are currently no other specific facilities for pedestrians or cyclists along the major road corridors within the study area. 3.4 Existing Transit Service/ Facilities

Transit service is provided nearby the study area via the following OC Transpo bus routes:

 Route 95 – Route 95 is one of the Rapid Transit Network Routes operated by OC Transpo and provides all-day rapid transit service between Trim Park & Ride and the suburb of Barrhaven via downtown Ottawa. Route 95 operates on 10 min headways from the Trim Station during the weekday morning and afternoon peak periods.

 Route 22 – Peak period express service between the Millennium Park and Ride and the Lebreton Transitway Station via downtown Ottawa. Route 22 stops at the Trim Park & Ride facility and operates on 15-minute and 20-minute headways during the weekday morning and weekday afternoon peak periods, respectively.

 Route 122 – Route 122 provides all-day service between the Millennium Park and Ride facility and Place d’Orleans Transitway Station via the Taylor Creek Business Park and St. Joseph Boulevard, with a stop at the Trim Park and Ride facility. Route 122 operates every 30 minutes during the weekday morning and afternoon peak periods.

 Route 221 – Route 221 is a weekday peak period rural express route providing service between Cumberland Village and Lebreton Transitway Station via downtown Ottawa. Route 221 travels along Frank Kenny Road and Old Montreal Road and is the only existing transit service provided in the proposed development area. At present, Route 221 is a very limited transit service with only two buses provided per peak period on this route.

 Route 38 – Route 38 provides weekday peak period service between Ottawa Road 174/Trim Road and the Lebreton Transitway Station via the Jeanne d’Arc Boulevard. Service between Tenth Line Road and Trim Road, however, is limited. Route 38 operates on 30-minute and 40-minute headways during the weekday morning and afternoon peak periods, respectively.

The Trim Transit Station/ Park & Ride is located east of Trim Road between Dairy Drive and Ottawa Road 174, approximately 1.5 km from Cardinal Creek Village. This facility was recently expanded and currently has a parking capacity of 977 spaces. OC Transpo has indicated that two-thirds of the parking spaces are currently filled by the end of the weekday morning peak period. The Millennium Park and Ride, located east of Trim Road and south of Innes Road, currently has a capacity of 151 parking spaces.

APPENDIX B – OC TRANSPO MAPS, presents details of the current transit routes described above. EXHIBIT 3 – EXISTING PEDESTRIAN, CYCLING & TRANSIT FACILITIES indicates the existing transit routes, bus stop locations, multi-use pathways, etc. within the study area.

July 8, 2013 Page 11 LEGEND BICYCLE LANE PAVED SHOULDER OTTAWA ROAD 174 OFF-ROAD PATHWAY NORTH TRANSIT ROUTES OTTAWA RIVER TRIM PARK & RIDE BUS STOP 122 REGULAR BUS ROUTE 38 EXPRESS BUS ROUTE TED KELLY LANE

OTTAWA ROAD 174 OLD MONTREAL RD

221

FRANK KENNY ROAD

122 221 C 38 TRIM ROAD A R D I NORTH SERVICE N

C 221 R 221 22 95 E 95 221 E K 122 22 405

OTTAWA ROAD 174

122 OLD MONTREAL RD DAIRY DRIVE

TAYLOR CREEK

221 22 221

122 ST. JOSEPH BLVD

TRIM ROAD

22 122

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 3 DATE: 2013-07-08 SCALE: Transportation Master Plan Existing Pedestrian, Cycling 0m 200m 400m & Transit Facilities IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

3.5 Existing Traffic Volumes

Existing traffic volumes within the study area have been derived from weekday traffic counts undertaken by the City of Ottawa at the following intersections:

 Trim Road / Ottawa Road 174 (2012)

 Trim Road / Dairy Drive (2011)

 St. Joseph Boulevard / Trim Road (2011)

 Old Montreal Road / Frank Kenny Road (2012)

Details of the traffic data indicated above are included in APPENDIX C – TRAFFIC DATA.

EXHIBIT 4 – EXISTING (2012) TRAFFIC presents details of the representative traffic volumes for the intersections indicated above, during the weekday morning and afternoon peak hours. 3.6 Collision Records

A review of collision records has been carried out for the study area. The City of Ottawa Transportation Impact Assessment Guidelines (October 2006) indicate that further analysis may be warranted when there have been either 33 or more total collisions reported at a particular location or at least 6 collisions for any one movement, over a three year period.

TABLE 2 – REPORTED COLLISIONS WITHIN THE STUDY AREA presents a summary of the total collisions recorded at various locations in the study area during the period between January 1, 2008 and January 1, 2011.

TABLE 2

SUMMARY OF REPORTED COLLISIONS WITHIN THE STUDY AREA

# OF REPORTED LOCATION COLLISIONS Ottawa Road 174 & Trim Road 33 St. Joseph Boulevard & Trim Road 31 Old Montreal Road & Frank Kenny Road 1 Trim Road & Dairy Road 0 Old Montreal Road (Trim to Frank Kenny) 23 Trim Road (Ottawa Road 174 to St. Joseph) 16

July 8, 2013 Page 13 LEGEND # (#) = AM (PM), veh/h OTTAWA ROAD 174 = FUTURE ROAD NORTH

Ri/Ro ACCESS #2 OLD

0 (0) 8 (7) 3 (5) MONTREAL 0 (5) 236 (67) (13) 1 20 (20) TED KELLY LANE (242) 31 OTTAWA RIVER (84) 18

Ri/Ro ACCESS #1

(2) 1

(31) 129

(36) 5 FRANK KENNY

1324 (657)

TRIM (1284) 428

7 (20) 9 (2) 32 (34) OTTAWA ROAD 174 256 (92) 9 (7) OLD MONTREAL RD 1152 (561) (278) 36 (16) 15 163 (89) OR COLLECTO (1145) 370 MIN R (678) 342 ‘B HIGHWAY ’

174 FRANK KENNY ROAD COLLECTOR ROAD

(38) 27

(119) 51 (119) (430) 729 135 (69)

(109) 41

373 (105)

(339) 50

COLLECTOR ROAD

C A R D I M N I N A O L R C C O R LL E EC E TO K R ‘A’

TRIM ROAD 1890 (993) (1092) 537 1001 (756)

OTTAWA(1839) 727 ROAD 174 313 (172)

OLD MONTREAL(326) 94 RD DAIRY DRIVE

(1209) 475 1208 (769)

298 (226) ST. JOSEPH BLVD (379) 79 TRIM ROAD (1155) 400 1221 (743) TRIM TRIM

12 (2) 45 (140) 59 (38) 431 (1052) DAIRY 24 (42) 318 (864) 2 (15) 150 (64) 2 (11) 122 (55) (28) 23 7 (93) (31) 17 41 (53) (2) 3 (110) 21 (64) 37 (238) 41 ST JOSEPH

(40) 79

(16) 15

(713) 976

(76) 28

(129) 152 (538) 1041

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 4 DATE: 2013-07-08 SCALE: Transportation Master Plan Existing (2012) Traffic 0m 200m 400m IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

Based on the reported collisions summarized in Table 2 above, the following location meets the City’s minimum warrant for further analysis with respect to total collisions reported during the three- year period:

Ottawa Road 174 & Trim Road

 6/33 Collisions occurred during snow/rain conditions (18%)

 11/33 Collisions occurred at night (33%)

 10 Eastbound Rear-End Collisions (30%)

 Visibility: Daylight (10 of 10)  Weather: Clear (10 of 10)  Time of Day: Peak Hour (2 of 10)  6 Westbound Rear-End Collisions (18%)

 Visibility: Daylight (5 of 6)  Weather: Clear (5 of 6)  Time of Day: Variable

A review of the reported collisions at the Ottawa Road 174/Trim Road intersection indicates that of the 33 total collisions recorded at the intersection, 51% occurred at night or in poor weather conditions. At present, streetlights are provided at the intersection but not on the mainline approaches. A review of lighting requirements at the intersection should be carried out as part of the Ottawa Road 174/ County Road 17 EA study.

Old Montreal Road (Trim Road to Frank Kenny Road)

 9/23 (39%) Collisions occurred during snow/rain conditions.

 13/23 (57%) Collisions occurred at night.

A review of the collision records along Old Montreal Road indicates that the majority of the reported collisions (96%) occurred at night or in poor weather conditions.

St. Joseph Boulevard & Trim Road

 12/31 (39%) Collisions occurred during snow/rain conditions

 6/31 (19%) Collisions occurred at night

 19/31 (61%) Collisions involved northbound vehicles

 13/19 (68%) of these were rear-end collisions o 3/13 (23%) of these were during snow/rain events o 1/13 (8%) of these were at night

July 8, 2013 Page 15 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

A review of the collision records at the intersection of St. Joseph Boulevard and Trim Road has found that 58% of recorded collisions occurred during inclement weather or poor roadway surface conditions. More than half of the collisions reported at the intersection involved northbound vehicles and were primarily rear-end collisions. The relatively steep (approx. 8%) downhill grade on the northbound approach may be a contributing factor to the higher incidence of rear-end collisions. The frequency and severity of collisions at the intersection should decrease with the reduced gradient on the northbound approach and construction of a multi-lane roundabout at the intersection proposed as part of the ongoing Trim Road Widening project. Traditionally, roundabouts are safer intersections than traffic signal controlled intersections. APPENDIX D – COLLISION DATA, presents the detailed collision records for the study area. 3.7 Future Road Network

Ottawa Road 174/ County Road 17

The City of Ottawa Transportation Master Plan (Ottawa TMP), approved by City Council in November 2008, indicates that Ottawa Road 174 will be widened from five to six lanes between Highway 417 and Blair Road, by 2015. Further widening of the highway to six lanes is proposed for the section between Blair Road and Jeanne d’Arc Boulevard by 2022.

The United Counties of Prescott and Russell in partnership with the City of Ottawa have initiated a multi-jurisdictional Class Environmental Assessment (EA) Schedule C Study for improvements to Ottawa Road 174 from the Highway 417/ Ottawa Road 174 interchange (the “Split”) to Canaan Road in the City of Ottawa, and improvements to County Road 17 from Canaan Road to County Road 8 (Landry Road) in the United Counties of Prescott and Russell.

Growth in Orleans, Cumberland and Rockland has increased traffic volumes along the Ottawa Road 174/ County Road 17 corridor which has led to congestion during the weekday peak periods. In addition, road safety concerns related to the many at-grade intersections, lower geometric design standards of the two-lane roadway section as well as high traffic demand have prompted the need for a study to develop improvements to address these deficiencies.

The EA is currently underway and at this stage a number of alternative solutions have been developed. Through a screening process the following alternatives have been carried forward for further assessment and evaluation:

Split to Trim Road

 Widen existing Ottawa Road 174

Trim Road to Rockland

 Widen existing Ottawa Road 174/ County Road 17

 Widen/ new route – Innes to Baseline Road

 New route south of Wilhaven to Baseline Road

Rockland

 Improve County Road 17

July 8, 2013 Page 16 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

 Build new route south of Rockland

The study schedule for the EA indicates that the design, assessment and evaluation of the alternative solutions above will be completed by Fall 2013.

For the purpose of this TMP, the operational analysis of the proposed development intersections will assume two lanes along Ottawa Road 174 initially, but will also evaluate the operating condition of the intersections with a widened four-lane cross-section in place. The final details of the proposed intersections along OR 174 will be determined and designed in conjunction with the ongoing EA study.

Based on recent discussions between the Cardinal Creek Village project team and the OR 174/ CR 17 EA study team, it has been agreed that opportunities to realign OR 174 along the frontage of Cardinal Creek Village will be investigated further as the concept plan for the development is refined and the OR 174/ CR 17 EA alternative designs are advanced.

Trim Road

The Ottawa TMP has identified the future widening/ realignment of Trim Road from two to four lanes from North Service Road, north of Ottawa Road 174, to the future Blackburn Hamlet By-Pass Extension, south of Innes Road. This project will provide network continuity and additional capacity that will be required to accommodate on-going development in Orleans. Construction on the Trim Road Widening/ Frank Kenny Road Extension project started in Fall 2012. For the purpose of this TMP, the existing conditions analysis of Trim Road has assumed the proposed design for the widened roadway, since this project is underway.

Old Montreal Road

Old Montreal Road is not included in the list of required infrastructure improvements in the current Ottawa TMP. However, City staff have indicated a desire to widen and urbanize the section of Old Montreal Road between Dairy Drive and Frank Kenny Road, now that the City urban boundary has been expanded. It is understood that this widening will be included as required infrastructure in the update to the TMP in 2013. The right-of-way width for the section between Dairy Drive and Frank Kenny Road should be increased from 34m to 37.5m to accommodate the future widening. The section of Old Montreal Road from Trim Road to Dairy Drive will be reconstructed and urbanized as part of the Trim Road Widening project.

St. Joseph Boulevard

The Ottawa TMP has identified future widening of St. Joseph Boulevard from two to four lanes from east of Tenth Line Road to Dairy Drive. This project has been included as part of the Trim Road Widening project.

Frank Kenny Road

The Ottawa TMP has included the Frank Kenny Road Extension in the list of road infrastructure projects required by 2022. The extension of Frank Kenny Road will consist of a new four-lane roadway between the realigned Trim Road and Innes Road. This new roadway is being constructed as part of the Trim Road Widening project.

July 8, 2013 Page 17 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

3.8 Future Bicycle & Pedestrian Facilities

The Ottawa Cycling Plan (OCP), prepared by the City of Ottawa in January 2008, classifies Old Montreal Road, St. Joseph Boulevard, Ted Kelly Drive and Frank Kenny Road as Spine or City- wide Cycling Routes in the City of Ottawa cycling network. The OCP indicates that paved shoulders are to be provided along these roads in the future.

Trim Road is designated as a Spine or City-Wide Cycling Route in the OCP. Sidewalks and exclusive bicycle lanes will be provided along the widened section of Trim Road. Similarly, it is anticipated that sidewalks and exclusive bicycle lanes will be provided along Old Montreal Road when it is widened to four lanes.

The details of pedestrian and cycling facilities along the Ottawa Road 174 corridor are being developed as part of the ongoing EA study.

The Ottawa TMP indicates that an off-road multi-use pathway will be constructed from Petrie Island to Innes Road alongside Cardinal Creek. A 1.5km long segment of this proposed path already exists south of the study area from Watters Road to the realigned Trim Road corridor. 3.9 Future Transit Service

Rapid Transit Network

The City of Ottawa Transportation Master Plan identifies plans to incrementally establish a city-wide light rail transit (LRT) network and expand on the current bus rapid transit (BRT) network.

East Transitway

The current Ottawa TMP states that the East Transitway (BRT) will be extended along the Ottawa Road 174 corridor from Place d’Orleans to Trim Road as part of Phase 2 of the implementation plan for required transit Infrastructure projects. However, OC Transpo staff have indicated that based on recent financial projections, this project may now occur beyond the 2031 horizon of the current Ottawa TMP. The timing of the East Transitway extension will be reviewed further as part of the update to the Ottawa TMP which is currently underway and is expected to be completed by 2013.

Cumberland Transitway

The Cumberland Transitway is a proposed rapid transit corridor between Blair Station and Frank Kenny Road, providing rapid transit service to Blackburn Hamlet and the developing communities south of Innes Road in Orleans. The update to the Ottawa TMP will provide more direction on the timing of the Cumberland Transitway.

East Transitway Extension

The City of Ottawa long term plan for transit envisions extending the East Transitway from its current planned terminus at Trim Road to service future growth easterly. Through discussions with City staff it was agreed that a potential transit corridor through Cardinal Creek Village would be protected until further evaluation has been carried out as part of the upcoming update to the Ottawa TMP in 2013.

July 8, 2013 Page 18 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

Park and Ride Facilities

A study conducted by iTRANS Consulting to investigate the need for park and ride facilities, expansion of existing facilities and the location of future facilities, has identified potential for the Millennium Park and Ride to be expanded to 270 spaces. 3.10 Other Environmental Conditions

In addition to the existing transportation conditions discussed above, the following existing environmental conditions within the study have also been documented:

 Municipal Servicing Infrastructure

 Social Environment

 Physical Environment

 Biological Environment

The Cardinal Creek Village Existing Conditions Report, prepared by Delcan (July, 2013), outlines the studies and investigations undertaken to document the existing social, transportation, physical and biological conditions of the study area which encompass the proposed Cardinal Creek Village community. It is intended to document the baseline conditions for the study for consideration in the development of a Concept Plan and the supporting Municipal Class Environmental Assessments/ Master Plan. The conditions provide a baseline against which the potential environmental effects of the project can be assessed.

A digital copy of the Existing Conditions Report is included in APPENDIX K.

July 8, 2013 Page 19 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

4. NEEDS ASSESSMENT 4.1 Future Background Traffic

The horizon years for this study were established as 2021 and 2031, representing approximately 50% build-out and full build-out of the development, respectively. Future weekday morning peak hour traffic projections for the years 2021 and 2031 were obtained from the City of Ottawa traffic modelling group. These projections were used as the base traffic volumes from which representative traffic volumes for each of the study area intersections were derived.

Future background traffic volumes at 2021 and 2031 for the weekday morning peak hour were established for each of the study area intersections by using the projected link volumes along the major arterial roads from the City model. The model data was calibrated to the existing traffic counts to account for under-representations of a few link volumes in the model data. Representative traffic projections at the intersection level were then derived by applying distribution proportions to the link volumes at each intersection approach according to the existing proportions recorded in the traffic counts. Traffic volumes were then balanced between intersections where deemed appropriate.

The City of Ottawa traffic modelling group maintains an up-to-date model of future traffic volumes for the weekday morning peak hour. This AM peak hour model is continuously updated and refined between TMP revisions to account for amendments to the Official Plan, new assumptions on demographics and changes to the timing and/or scope of major transportation infrastructure projects. A corresponding future traffic model for the weekday afternoon peak hour is typically developed every five years by the City at the time of each update to the Ottawa TMP. However, the PM peak hour traffic model is not updated between TMP revisions to account for changes to land use assumptions and infrastructure timing in the interim period, as is currently done for the AM peak hour model. As it has been four years since the last update to the PM peak hour model in 2008, City staff have advised that traffic projections from the 2021 and 2031 models for the PM peak hour can no longer be considered sufficiently accurate for deriving future traffic volumes in this study. Consequently, an alternative method for deriving future background traffic volumes for the afternoon peak hour was jointly developed and agreed to by City staff. Future background traffic volumes at 2021 and 2031 for the weekday afternoon peak hour were derived by applying a conversion factor to the corresponding AM peak hour City model data. The conversion factor was established by comparing AM and PM traffic volumes from the existing traffic counts.

EXHIBIT 5 – FUTURE (2021) BACKGROUND TRAFFIC presents details of the projected future background traffic volumes on the adjacent road network for the weekday morning and afternoon peak hours, at the 2021 horizon year.

EXHIBIT 6 – FUTURE (2031) BACKGROUND TRAFFIC presents details of the projected future background traffic volumes on the adjacent road network for the weekday morning and afternoon peak hours, at the 2031 horizon year.

July 8, 2013 Page 20 LEGEND HIGHWAY 1302 (701) HIGHWAY # (#) = AM (PM), veh/h 174 174 1302 (701) (1576) 679 (1576) 679 = FUTURE ROAD OTTAWA ROAD 174 NORTH COLLECTOR

Ri/Ro Access #2 Access Ri/Ro Ri/Ro ACCESS #2 OLD

0 (0) HIGHWAY 13 (7) 3 (3) MONTREAL 174 1302 (701) 0 (0) (1576) 679 369 (196) (6) 1 20 (20) TED KELLY LANE (191) 43 (111) 25

Ri/Ro ACCESS #1 Ri/Ro Access #1 Access Ri/Ro

(1) 1

(5) 5

(107) 202 FRANK KENNY

OTTAWA RIVER 1301 (701)

TRIM (1576) 679

7 (20) 9 (2) 17 (35) OTTAWA ROAD 174 389 (216) 11 (7) OLD MONTREAL RD 1185 (597) (196) 48 (20) 15 105 (97) LLEC (1400) 591 NOR CO TO (846) 178 MI R ‘B FRANK KENNY ROAD HIGHWAY ’ 174

COLLECTOR ROAD

(50) 43 208 (113)

(564) 1163

(156) 81 (134) 48

584 (310)

(308) 69

COLLECTOR ROAD

C A R D

I M N

A N O

R C C O R LL E EC E TO K R ‘A’ TRIM ROAD 1287 (770) 2376 (1163) (978) 300

OTTAWA(2266) 787 ROAD 174 584 (310)

OLD MONTREAL(308) 69 RD DAIRY DRIVE

(1098) 196 1384 (780)

364 (236) ST. JOSEPH BLVD (358) 81 TRIM ROAD (1211) 274 1231 (769) TRIM TRIM

81 (22) 22 (146) 69 (33) 149 (922) DAIRY 12 (44) 161 (909) OLD OLD 2 (15) 298 (139) OLD 584 (310) MONTREAL MONTREAL 2 (11) 214 (87) MINOR ‘A’ COLLECTOR MONTREAL (31) 23 10 (104) (39) 19 72 (84) COLLECTOR (308) 69 (2) 3 (101) 21 584 (310) (72) 37 (218) 41 584 (310) ST JOSEPH (308) 69 (308) 69 MINOR

(41) 102

(16) 19 (62) 25

(105) 138 (724) 1262 (602) 1067 COLLECTOR ‘B’ COLLECTOR

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 5 DATE: 2013-07-08 SCALE: Transportation Master Plan Future (2021) Background Traffic 0m 200m 400m LEGEND HIGHWAY 1318 (728) HIGHWAY # (#) = AM (PM), veh/h 174 174 1318 (728) (1725) 775 (1725) 775 = FUTURE ROAD OTTAWA ROAD 174 NORTH

COLLECTOR Ri/Ro ACCESS #2 Ri/Ro Access #2 Access Ri/Ro OLD

0 (0) HIGHWAY 14 (8) 3 (3) MONTREAL 174 1318 (728) 0 (0) (1725) 775 427 (223) (7) 2 20 (20) TED KELLY LANE (216) 52 (125) 30

Ri/Ro ACCESS #1

(1) 1

(5) 5 Ri/Ro Access #1 Access Ri/Ro

(122) 233 FRANK KENNY

OTTAWA RIVER 1318 (728)

TRIM (1725) 797

7 (20) 9 (2) 18 (43) OTTAWA ROAD 174 447 (243) 14 (8) OLD MONTREAL RD 1158 (620) (211) 57 (21) 19 145 (100) OR COLLECTO (1520) 694 MIN R (917) 243 ‘B HIGHWAY ’

174 FRANK KENNY ROAD COLLECTOR ROAD

(59) 51 239 (128)

(669) 1384

(185) 97 (148) 53

675 (353)

(348) 84

COLLECTOR ROAD

C A R D

M I N I N

A O

L R C C O L R L EC EE TO K R ‘A’

TRIM ROAD 2551 (1291) (1052) 406 1532 (913)

OTTAWA(2459) 955 ROAD 174 675 (353)

OLD MONTREAL(348) 84 RD DAIRY DRIVE

(1206) 284 1652 (918)

431 (269) 53 (160) ST. JOSEPH BLVD (411) 81 TRIM ROAD COLLECTOR (1343) 358 1486 (909)

(128) 239 FRANK KENNY TRIM TRIM OLD

84 (22)

85 (36) 237 (995)

33 (160) DAIRY 17 (48) 234 (998) MONTREAL OLD

OLD COLLECTOR 2 (15) 344 (160) MONTREAL 675 (353) 2 (11) 248 (99) MINOR ‘A’ COLLECTOR MONTREAL 675 (353) (47) 23 10 (104) (45) 19 83 (95) (348) 84 (3) 3 (116) 21 675 (353) (348) 84 (107) 37 (250) 41 ST JOSEPH (348) 84 MINOR

(48) 122

(19) 23

(72) 31

(851) 1507

(123) 166 (713) 1289 COLLECTOR ‘B’ COLLECTOR

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 6 DATE: 2013-07-08 SCALE: Transportation Master Plan Future (2031) Background Traffic 0m 200m 400m IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

4.2 Intersection Capacity Analysis

Intersection capacity analyses have been carried out for the intersections indicated in Exhibit 2 above, under the following weekday morning and weekday afternoon peak hour traffic conditions:

Existing Traffic (2012)

Future Background Traffic (2021 & 2031)

The results of the analysis indicate the levels of existing and future background travel demand within the study area without the proposed development traffic.

Capacity analysis of the signalized and stop-controlled intersections was carried out using Synchro Version 7 software. The analysis has incorporated the most current traffic signal timing plans provided by the City of Ottawa. Roundabout capacity analysis was conducted using SIDRA INTERSECTION Version 5.1 software. Detailed output from Synchro and SIDRA is included in APPENDIX E – INTERSECTION CAPACITY ANALYSES.

4.2.1 METHODOLOGY - SIGNALIZED INTERSECTIONS

The intersection capacity of a traffic signal controlled intersection, is commonly expressed by the manner in which an intersection functions in terms of the “Level of Service” it provides.

In qualitative terms, the Level of Service defines operational conditions within a traffic stream and their perception by motorists. A level-of-service definition generally describes these conditions in terms of such factors as delay, speed and travel time, freedom to manoeuvre, traffic interruptions, safety, comfort and convenience. Level of Service can also be related to the ratio of the volume to capacity (v/c), which is simply the relationship of the traffic volume (either measured or forecast) to the capability of the intersection or road section to accommodate a given traffic volume. This capability varies depending on the factors described above.

Levels of Service are given letter designations from A to F. Level of Service “A” represents the best operating conditions and Level of Service “E” represents the level at which the intersection or an approach to the intersection is carrying the maximum traffic volume that can, practicably, be accommodated. Level of Service F indicates that the intersection is operating beyond its theoretical capacity.

The City of Ottawa has developed criteria as part of the Transportation Impact Assessment Guidelines, which directly relate the volume to capacity (v/c) ratio of a signalized intersection to a Level of Service designation.

July 8, 2013 Page 23 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

LEVEL OF SERVICE CRITERIA – SIGNALIZED INTERSECTIONS Volume to Capacity (v/c) Level of Service Ratio A 0 to 0.60 B 0.61 to 0.70 C 0.71 to 0.80 D 0.81 to 0.90 E 0.91 to 1.00 F > 1.00 The intersection capacity analysis technique provides an indication of the Level of Service for each movement at the intersection under consideration and for the intersection as a whole. The overall v/c ratio for an intersection is defined as the sum of equivalent volumes for all critical movements at the intersection divided by the sum of capacities for all critical movements.

4.2.2 METHODOLOGY - UNSIGNALIZED INTERSECTIONS

The capacity of an unsignalized intersection can also be expressed in terms of the “Level of Service” it provides. For an unsignalized intersection, the Level of Service is defined in terms of the average movement delays at the intersection. This is defined as the total elapsed time from when a vehicle stops at the end of the queue until the vehicle departs from the stop line, this includes the time required for a vehicle to travel from the last – in – queue position to the first – in – queue position. The average delay for any particular minor movement at the unsignalized intersection is a function of the capacity of the approach and the degree of saturation.

The Highway Capacity Manual 2010 (HCM), prepared by the Transportation Research Board, includes the following Levels of Service criteria for unsignalized intersections, related to average movement delays at the intersection.

LEVEL OF SERVICE CRITERIA – UNSIGNALIZED INTERSECTIONS LOS Delay (s) A <10 B >10 and <15 C >15 and <25 D >25 and <35 E >35 and <50 F >50 The unsignalized intersection capacity analysis technique included in the HCM and used in the current study, provides an indication of the Level of Service for each movement of the intersection under consideration. By this technique, the performance of the unsignalized intersection can be compared under varying traffic conditions, using the Level of Service concept in a qualitative sense. One unsignalized intersection can be compared with another unsignalized intersection using this concept. Level of Service “E” represents the capacity of the movement under consideration and generally, in large urban areas, Level of Service “D” is considered to represent an acceptable operating condition (Level of Service “E” is considered an acceptable operating condition for planning purposes for intersections located in Ottawa’s Urban Core – the downtown and its vicinity). Level of Service “F” indicates that the movement is operating beyond its design capacity.

Roundabout capacity analysis has been carried out using the HCM 2010 methodology.

July 8, 2013 Page 24 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

4.2.3 EXISTING (2012) TRAFFIC

Intersection capacity analysis has been conducted for the intersections referenced above under existing traffic conditions, during the weekday morning and afternoon peak hours, utilizing traffic volumes presented in Exhibit 4.

For the Trim Road intersections, the analysis has incorporated the geometry proposed in the Trim Road Widening project since construction is underway.

The results of the intersection capacity analyses under existing traffic conditions are presented in Table 3 below.

TABLE 3 – INTERSECTION CAPACITY ANALYSIS, EXISTING TRAFFIC, presents the results of the intersection capacity analyses for the weekday morning and weekday afternoon peak hours.

TABLE 3 INTERSECTION CAPACITY ANALYSIS EXISTING TRAFFIC

V/C RATIO LEVEL OF SERVICE INTERSECTION PEAK INTERSECTION CRITICAL CRITICAL CONTROL HOUR INTERSECTION INTERSECTION MOVEMENT MOVEMENT

Trim Road and Ottawa AM 0.91 0.91 E E Traffic Signal Road 174 PM 0.91 0.91 E E

Trim Road and Taylor AM 0.60 0.60 B B Roundabout* Creek Dr/ Dairy Dr PM 0.69 0.69 C B Trim Road and St. AM 0.70 0.70 C B Joseph Blvd/ Old Roundabout* Montreal Road PM 0.68 0.68 C B Old Montreal Road and AM 0.25 - B - E/S Stop Frank Kenny Road PM 0.13 - B - Notes: * - Roundabout design proposed in ongoing Trim Road Widening project.

The results of the intersection capacity analysis under existing (2012) traffic conditions indicate that the intersection of Trim Road and Ottawa Road 174 is presently operating at close to its theoretical capacity at (Level of Service E) during both the weekday morning and afternoon peak hours.

The other intersections within the study area are currently operating at acceptable Levels of Service under existing (2012) traffic conditions.

July 8, 2013 Page 25 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

4.2.4 FUTURE (2021) BACKGROUND TRAFFIC

Intersection capacity analysis has been conducted for the intersections referenced above under the 2021 background traffic conditions presented in Exhibit 7.

TABLE 4 – INTERSECTION CAPACITY ANALYSIS, FUTURE (2021) BACKGROUND TRAFFIC, presents the results of the intersection capacity analyses for the weekday morning and weekday afternoon peak hours. Results indicating a Level of Service ‘F’ or v/c ratio equal to or greater than 1.00 have been highlighted in red.

TABLE 4 INTERSECTION CAPACITY ANALYSIS FUTURE (2021) BACKGROUND TRAFFIC

V/C RATIO LEVEL OF SERVICE INTERSECTION PEAK INTERSECTION CRITICAL CRITICAL CONTROL HOUR INTERSECTION INTERSECTION MOVEMENT MOVEMENT AM 1.03 1.03 F F Traffic Signal Trim Road and Ottawa PM 1.05 0.94 F E Road 174 AM 1.96 1.96 F F Roundabout PM 1.80 1.80 F F

Trim Road and Taylor AM 0.84 0.84 C C Roundabout Creek Blvd/ Dairy Road PM 0.62 0.62 B B Trim Road and St. AM 0.72 0.72 D C Joseph Blvd/ Old Roundabout Montreal Road PM 0.73 0.73 C B Old Montreal Road and AM 0.31 - B - NB/SB Stop Frank Kenny Road PM 0.17 - B -

The results of the analysis under 2021 background traffic conditions indicate the following:

The Trim Road/ Ottawa Road 174 intersection is projected to operate above its theoretical capacity (LOS F) during the weekday morning and afternoon peak hours. This result is due to heavy traffic volumes forecasted for Ottawa Road 174 and the northbound approach on Trim Road, which exceed the volumes that the at-grade traffic signal controlled intersection can accommodate. Under these traffic conditions, grade separation of the intersecting street and conversion of the intersection to a freeway interchange may be required.

A Schedule ‘C’ Environmental Assessment (EA) for the realignment of Trim Road between Ottawa Road 174 and Innes Road was completed in September 1998 with a subsequent Addendum in August 2002. As part of the EA, a design alternative for an interchange at Trim Road and Ottawa Road 174 was proposed. The proposed design consists of a Parclo A4/ Buttonhook configuration on the north side of the interchange; with diamond configuration ramps on the south side. The functional design drawings for the interchange from the Trim Road EA are provided in Appendix G. This design introduces a freeway condition for the heavy eastbound and westbound volumes on Ottawa Road 174. The design also proposes a free-flow S-W on-ramp to accommodate the heavy northbound to westbound volumes forecasted at the intersection. The W-N/S off-ramp would terminate at an at-grade intersection with Trim Road, with the E-N/S off-ramp terminating at an intersection along North Service Road, east of Trim Road.

July 8, 2013 Page 26 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

The future requirements for the Trim Road/ Ottawa Road 174 intersection are being reviewed as part of the ongoing Ottawa Road 174/ County Road 17 EA by the City of Ottawa.

The other existing intersections in the study area will continue to operate at acceptable levels of service under 2021 background traffic conditions.

4.2.5 FUTURE (2031) BACKGROUND TRAFFIC

Intersection capacity analysis has been conducted for the intersections referenced above under the 2031 background traffic conditions presented in Exhibit 8.

TABLE 5 – INTERSECTION CAPACITY ANALYSIS, FUTURE (2031) BACKGROUND TRAFFIC presents the results of the intersection capacity analyses for the weekday morning and weekday afternoon peak hours.

TABLE 5 INTERSECTION CAPACITY ANALYSIS FUTURE (2031) BACKGROUND TRAFFIC

V/C RATIO LEVEL OF SERVICE INTERSECTION PEAK INTERSECTION CRITICAL CRITICAL CONTROL HOUR INTERSECTION INTERSECTION MOVEMENT MOVEMENT

Trim Road and Ottawa AM 1.32 1.18 F F Traffic Signal Road 174 PM 1.06 1.06 F F AM 1.00 1.00 F E Roundabout Trim Road and Taylor PM 0.68 0.68 C B Creek Blvd/ Dairy Road AM 0.70 0.56 B A Traffic Signals € * PM 0.62 0.55 B A AM 0.99 0.99 F D Roundabout PM 0.83 0.83 D C Trim Road and St. AM 0.85 0.85 D C Joseph Blvd/ Old Roundabout % Montreal Road PM 0.83 0.83 D C AM 0.82 0.65 D B Traffic Signal € $ PM 0.76 0.58 D A

Old Montreal Road and AM 0.38 - B - NB/SB Stop Frank Kenny Road PM 0.21 - B - Notes: * - Auxiliary left-turn lanes on all approaches % - Convert WB channelized right-turn lane to free-flow with NB merge lane on Trim Road. € - Convert Roundabout to Traffic Control Signal. $ - Required Intersection Configuration: 4-lane cross-section on both Trim Road and Old Montreal Road Single auxiliary left-turn lane on all NB, WB and EB approaches Dual auxiliary left-turn lanes on SB approach Auxiliary right turn lane on EB and WB approaches. Channelized and free flow WB right-turn lane with NB merge lane on Trim Road

July 8, 2013 Page 27 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

The results of the analysis under 2031 background traffic conditions indicate the following:

Trim Road/ Ottawa Road 174

The Trim Road/ Ottawa Road 174 intersection is projected to operate above its theoretical capacity (LOS F) during the weekday morning and afternoon peak hours, with the existing intersection configuration in place.

Trim Road/ Dairy Drive/ Taylor Creek Drive

The Trim Road/ Dairy Drive/ Taylor Creek Drive roundabout will operate at an overall intersection level of service E under 2031 background traffic conditions during the morning peak hour. However, the critical northbound approach is projected to operate above capacity at LOS F. The roundabout will continue to operate at an acceptable level of service during the afternoon peak hour.

Further analysis indicates that with the conversion of the roundabout to a traffic signal controlled intersection, the operating condition would improve to a high Level of Service (LOS A) during both peak hours.

Trim Road/ St. Joseph Boulevard/ Old Montreal Road

The Trim Road/ St. Joseph Boulevard/ Old Montreal Road roundabout is projected to operate at acceptable overall levels of service (LOS D and C, respectively) during the weekday morning and afternoon peak hours.

However, the westbound right-turn movement will operate above capacity (LOS F) during the morning peak hour. This is due to the delay that will be experienced by the projected 344 veh/h making the westbound right-turn from Old Montreal Road to Trim Road as they yield to approximately 1300 northbound vehicles.

Further analysis indicates that the operating condition of the westbound right-turn lane can be improved by removing the yield requirement and converting the channelized right-turn lane to a free-flow condition. This would require widening along the east side of Trim Road, north of the roundabout, to provide a northbound merge lane.

With the introduction of traffic signals at the intersection, the operating condition would improve to LOS B and A respectively, during the morning and afternoon peak hours.

Old Montreal Road/ Frank Kenny Road

The results of the analysis indicate that the Old Montreal Road and Frank Kenny Road intersection will continue to operate at an acceptable level of service as an unsignalized intersection during both peak hours, under 2031 background traffic conditions.

July 8, 2013 Page 28 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

5. IDENTIFICATION AND EVALUATION OF ALTERNATIVE SOLUTIONS

The alternative solutions have been evaluated in terms of their ability to meet the problem statement (e.g. their ability to support the approved level of development and their ability to meet relevant regulations and guidelines) and their expected net environmental impacts.

In order to address the transportation demand for the Cardinal Creek Village (CCV) urban expansion area, the following alternative solutions have been assessed:

Do Nothing

 2008 Transportation Master Plan (TMP)

Build Roads

 Ottawa Road 174 Widening

 Old Montreal Road Widening

 New Collector Road (Cardinal Creek Village)

Build Transit

 East Transitway – Cumberland Transitway Connecting Link

Do Nothing:

The “do nothing” alternative was not carried forward, as it does not address the problem statement. By not developing any new infrastructure the approved development targets for CCV could not be supported.

Providing roads and transit:

A combination of building and modifying roads and building transit has been carried forward for evaluation. The provision of roads and transit including transportation demand measures (TDM):.

 Reduces impact of development traffic on road network;

 Provides good multi-modal integration with the existing urban area, including opportunities for sidewalk/ pathway connections, designated on-road bicycle lanes, connections to rapid transit, etc.; and

 Assists in meeting City transit targets.

July 8, 2013 Page 29 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

TABLE 6 – ALTERNATIVE TRANSPORTATION SOLUTIONS EVALUATION

Alternative Transportation Social Natural Carried Comment Solution and Land Use Environment Environment forward Do Nothing Does not satisfy the travel No 2008 TMP –no demand. additional Does not address the transportation problem/opportunity. facilities provided,    Does not meet the intent of but development the planning or would still proceed transportation policies. as planned Build/Modify Satisfies a substantial part Yes Roads of the travel demand. • Ottawa Road Addresses the 174 Widening problem/opportunity. • Old Montreal Requires mitigation to Road Widening lessen negative • New Collector  ~ ~ environmental impacts. Road (CCV)  arterial and collectors with connection to existing roads Build Transit Satisfies an important part Yes Extension of East of the travel demand and Transitway Rapid provides alternative means Transit Corridor of travel. Addresses part of the problem/opportunity.    Will assist in reducing vehicle travel thereby improving air quality. Requires mitigation to lessen negative environmental impacts. Improve cycling Does not satisfy the travel Yes and pedestrian demand. mobility and TDM These factors are considered to be an ~   inherent part of all the alternatives carried forward but will not be carried forward as an alternative solution on their own.  Negative Impact  Positive Impact ~ Neutral/Mitigable Impact 

July 8, 2013 Page 30 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

6. ALTERNATIVE NEIGHBOURHOOD CONCEPT PLANS

The Land Use Plan for Cardinal Creek Village (CCV) draws upon the physical, locational, visual and contextual factors in the area that may be affected by the plan. A set of principles for design and development in key aspects of the plan have been developed.

The following design guidelines provide a framework of the design criteria for the overall identity and structure of the proposed CCV, as well as for the appearance of new buildings, streetscape, parks and open spaces within the community.

These guiding principles, prepared through a consultative process, will form the foundations of creating a vibrant, attractive, livable, healthy and sustainable community:

 Create distinctive liveable neighbourhoods;

 Create integrated, safe, passive and active green spaces;

 Create a central focus for the community;

 Provide effective, efficient, timely transportation that is integrated with land uses and with adjacent communities;

 Ensure efficient and timely phasing of future infrastructure;

 Create an environmentally sustainable community.

 Forested areas should be conserved whenever possible;

 The rural and natural landscape character of the Cardinal Creek should be conserved;

 Old Montreal Road is the gateway into Cardinal Creek Village and development along it should have a consistent level of design quality.

 Developments that are visible from Highway 174 should present a positive image.

 The views and vistas into and from the Concept Plan area should be optimized and enhanced whenever possible;

 Developments on the ridge should present an active skyline that is integrated with the existing forested areas;

 Park, open space and community uses should be designed to facilitate convenient and safe pedestrian, cycling and other non-motorized recreational activities. Pedestrians and cyclists should be given priority in consideration of land use and road pattern design;

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 Infrastructure works such as bridges over the creek, drainage corridors, and stormwater management facilities, should be architecturally designed and serve as visual and recreational amenities; and,

 New collector roads should connect with and extend the existing arterial road system.

6.1 Preliminary Neighbourhood Concept Plans

The preferred solution to build roads and transit has been conceptually applied to four alternative neighbourhood concept plans. The concept plans, developed by Walker, Nott, Dragicevic Associates Limited, address:

 the natural heritage system

 the findings of the Master Servicing Study (DSEL, 2013);

 general grading constraints discussed in the Geotechnical Investigations

 the findings of other background reports completed by the broader study team

 the guiding principles

All four of the of the alternative CCV concept plans:

 Contain a mix of residential unit types and densities;

 Incorporate a hierarchy of transportation corridors;

 Propose one crossing of Cardinal Creek (for Old Montreal Road);

 Propose a connection to OR 174 as committed to in the urban boundary expansion approval;

 Include designated potential stormwater management lands in suitable areas according to the natural topography of the site; and

 Propose that the north tributary, east of the designated natural heritage system, be filled.

CCV concept plan options A, B, C and D, were presented at the November 2012 Public Open House, and are provided on Exhibit 7 below. Comments related to differentiating factors include:

 Option A features a minor realignment of Old Montreal Road, which would include a designated transit route.

 Option B features a major realignment of Old Montreal Road, and has the collector crossing the South Tributary.

July 8, 2013 Page 32 OPTION A OPTION B

NORTH

OPTION C OPTION D

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 7 DATE: 2013-07-08 Transportation Master Plan NEIGHBOURHOOD SCALE: N.T.S. CONCEPT PLAN OPTIONS IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

 Both Options A and B site the intersection of the north-south collector and OR 174 in the north-eastern portion of the subject lands.

 Option C brings transit along the existing Hydro One corridor, features a minor realignment of Old Montreal Road, and features two transportation corridors crossing the South Tributary.

 Option D does not include a transit corridor, and has only one crossing of the South Tributary. The intersection of the north-south collector and OR 174 is located closer to north-central portion of the subject lands in both Option C and Option D.

6.2 Old Montreal Road Realignment Options

The alignment options for the future widening of Old Montreal Road between Dairy Drive and Frank Kenny Road are presented on Exhibit 8.

Option A proposes a tangential approach to the existing Old Montreal Road/ Frank Kenny Road/ Ted Kelly Lane intersection; eliminating the existing reverse curves on the eastbound approach to the intersection.

Option B proposes a major shift in the alignment of Old Montreal Road to the southeast through the Cardinal Creek Community to connect with Wilhaven Drive. In this option the existing section of Old Montreal Road east of Frank Kenny Road would be downgraded and would connect to the internal local/ collector road network in Cardinal Creek Village, as indicated on Concept Plan Option B.

Option C proposes replacing the existing reverse curves on the eastbound approach to the Frank Kenny Road/ ted Kelly Lane intersection with larger radii curves.

Option D proposes a tangential alignment on the eastbound approach to Frank Kenny Drive, but also includes a shift in the intersection to the north which improves the alignment of the westbound approach to the intersection as well. This alignment was selected as the preferred alignment for Old Montreal Road in the Trim Road Widening EA that was prepared in 1998.

As a result of the evaluation, Option D was selected as the preferred option and is reflected on Concept Plan Option D.

Alignment Option D for Old Montreal Road was chosen as the preferred alternative mainly because it improves the alignment of both the eastbound and westbound approaches to the Frank Kenny Road/ Ted Kelly Lane intersection.

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IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

6.3 Rapid Transit Corridor Options

The alignment options for the rapid transit corridors are presented in Exhibit 9.

Option A proposes bus lanes along the widened Old Montreal Road between Trim Road and Frank Kenny Road that would provide a rapid transit connection between Cardinal Creek Village and Trim Road Transit Station.

Option B proposes a rapid transit corridor (BRT/LRT) that would run from Trim Road Transit Station along the Old Montreal Road corridor and would then head southeast through Cardinal Creek Village to Frank Kenny Road. This option is included in Concept Plan Option B.

Option C proposes a rapid transit corridor (BRT/LRT) that would extend eastwards from the current planned terminus of the East Transitway at Trim Road transit station, along an alignment that would cross Cardinal Creek along the existing hydro corridor alignment and would then head southeast through Cardinal Creek Village to Frank Kenny Road along the proposed collector road alignment.

Options D-1, D-2 and D-3 are three alignment options that generally head south from Trim Road Transit Station along the widened Trim Road corridor, with alternative routes along either the New Frank Kenny Road, Watters Road or the existing Trim Road.

As a result of the evaluation, Options D-1, D-2 and D-3 were selected as the preferred options for further study as part of a formal Transit EA study to be initiated in the future by the City of Ottawa. Concept Plan Option D in Exhibit 7 presents details of the Cardinal Creek Village development assuming a rapid transit corridor outside of the development.

From a transportation perspective, transit corridor options D-1, D-2 and D-3 were selected as preferred routes for further study due to the following factors:

 Less challenging topography to cross than Options A, B and C, which allows for better horizontal and vertical geometry, resulting in overall advantages in operational efficiency: faster travel speeds, shorter travel time, etc.

 Potentially cheaper to construct and maintain – fewer bridge structures, embankments, etc.

 The existing 46m Right-of-Way along Trim Road can theoretically accommodate a transit corridor, either within the median or as an adjacent corridor, together with the four-lane divided arterial road width.

 Greater transit service coverage may be achieved by running rapid transit along the Trim Road corridor by providing direct service connections to existing Fallingbrook and Springridge communities.

Each of the options discussed above present its own challenges to implementation. The City has identified that its preferred option is as shown on the Cardinal Creek Village Land Use Plan and Concept Plan (as included within the Cardinal Creek Village Concept Plan report). Further analysis will be required with regard to the viability of the City’s option which analysis will take place within the City’s current Transportation Master Plan review.

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IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

6.4 Evaluation Process

A preliminary list of criteria groups and sample criteria were presented to the public at the Open House held in July 2012, so that feedback could be obtained and the indicators could be refined. Evaluation criteria groups included the natural, social and physical environments; technical transportation and services; and the economic environment.

For the evaluation of alternative neighbourhood concepts and alternative transportation designs, the evaluation criteria groups, criteria, and indicators have been developed. Alternatives were comparatively evaluated based on the qualitative impact assessment technique described in Table 7 below.

TABLE 7 – QUALITATIVE IMPACT ASSESSMENT TECHNIQUE

Description of Terms Positive Negative Impacts Definition Impacts (i.e., Benefits) Negligible/ Greatest The impact exists, but is of a magnitude small enough that it Most Low has little effect, or is of limited benefit; or has the least impact Preferred compared to all the alternatives.

Greatest compliance, contribution or benefit.

Slight Good The impact exists and is of relatively low magnitude.

Provides a moderate effect or contribution or benefit.

Some Reasonable The impact exists and has an effect that is of a moderate magnitude.

Provides a measurable contribution or benefit.

Significant Limited The impact exists and has an effect that is relatively large, or has the most impact when compared to other alternatives. Least Preferred Little to no contribution or benefit

A table summarizing the results of the evaluation of the four neighbourhood concept plans is provided in Appendix G.

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7. PREFERRED CONCEPT PLAN

Option D was identified as the Preferred Option at the November 2012 Open House. Following the open house, the comments were reviewed and additional meetings were held with City staff and review agencies. Refinements were made to Option D to address the comments received. EXHIBIT 10 – PREFERRED CONCEPT PLAN illustrates the revised plan and Table 8 identifies the principle changes and their rationale.

TABLE 8 – PRINCIPLE CHANGES INCLUDED IN THE PRELIMINARY CONCEPT

Concept Plan Revision Reason Component

Stormwater Reduced in number City of Ottawa request to reduce the Management from 5 to 3 number of SWM facilities for ongoing Facilities maintenance/operations efficiency

Development Limits Adjustments in various Development limits adjusted in response to locations reduction of SWM facilities and further review of site conditions

Neighbourhood Two Neighbourhood Two Neighbourhood Parks situated south of Parks Parks re-located Old Montreal Road were re-located in response to City of Ottawa staff comments for proximity to higher density areas

Neighbourhood Minimum park size Minimum park size and road frontage Parks increased to 1.2 ha. and increased in response to City of Ottawa road frontage staff comments to meet minimum size adjustments requirements

Community Park Adjustment to park Park configuration adjusted in response to block configuration City of Ottawa staff comments re: additional (north of Old road frontage. Montreal Road)

Future Potential Two transit corridor Future Potential Transit corridor options Transit Corridor options provided identified to allow for corridor protection through the City’s TMP update

Medium Density Re-location of certain Re-distribution of certain medium density Residential Lands medium density residential blocks in response to landowner residential uses review; adjustments to development limit; and, re-location of SWM facilities and park blocks.

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Concept Plan Revision Reason Component

Local Road Network Adjustments in various Local road network adjusted in response to locations reduction of SWM facilities, refinement of development limits and/or adjustment to park blocks.

School Blocks Adjustment to block Two school blocks adjusted in response to configurations reduction of SWM facilities, refinement of development limits and/or relocation of Neighbourhood Parks

Mixed Use Area Substitution of one To ensure opportunity to achieve Official Blocks medium density block Plan housing mix target. with a mixed use area block

Urban Natural Enlargement of Feature Urban Natural Feature boundary associated Features (south with south tributary expanded to properly tributary) reflect natural feature limits

Urban Area Concept Plan does not Technical analyses to-date have identified include lands located that further study is required to consider the south of the southern potential natural heritage and other impacts tributary to the Cardinal regarding transportation and servicing Creek. infrastructure extensions across the Cardinal Creek tributary in this location. Further, a potential karst feature has been identified which also requires further study.

July 8, 2013 Page 40 LEGEND = EXISTING ROAD = FUTURE COLLECTOR ROAD

= FUTURE MINOR COLLECTOR ROAD OTTAWA ROAD 174 = FUTURE LOCAL ROAD NORTH = GENERAL URBAN AREA BOUNDARY = POTENTIAL TRANSIT CORRIDOR (BRT) OTTAWA RIVER 12 = TRAFFIC ZONE = SINGLE FAMILY RESIDENTIAL = EXISTING RESIDENTIAL TED KELLY LANE = MEDIUM-DENSITY RESIDENTIAL = MIXED-USE (COMMERCIAL AND/OR APARTMENT) = SCHOOL 2 = STORMWATER MANAGEMENT POND = URBAN EXPANSION STUDY AREA (OPA 76) 1 4 = GREEN SPACE = PARK

OTTAWA ROAD 174 3 OLD MONTREAL RD

6 FRANK KENNY ROAD

11 5

9 7 C A 8 R D I N

A 10

C R E E K

TRIM ROAD

OTTAWA ROAD 174

OLD MONTREAL RD DAIRY DRIVE 12

ST. JOSEPH BLVD TRIM ROAD

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 10 DATE: 2013-07-08 PREFERRED CONCEPT PLAN SCALE: Transportation Master Plan 0m 200m 400m IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

7.1 Land Uses

The proposed community will consist primarily of single-family residential dwellings, but will also incorporate a mix of higher density residential units such as townhouses and apartments, as well as mixed-use commercial land uses. The area has been divided into twelve traffic zones for use in the traffic generation and distribution components of the study, as indicated on Exhibit 10. The area labelled as Zone 12 has not been included in the proposed concept plan for the development but is included in the study area, as these lands represent future urban expansion potential as identified by Official Plan Amendment 76.

TABLE 9 – PROPOSED DEVELOPMENT LAND USES presents a preliminary breakdown of proposed land uses within each of the twelve traffic zones identified on Exhibit 2. The development potential of the existing residential areas along Old Montreal Road is also included in table 1, however it has been assumed that these lands will not be redeveloped by the 2031 study horizon year, and therefore they have not been included in the total residential units considered in the analysis in this study.

TABLE 9 - PROPOSED DEVELOPMENT LAND USES PROJECTED RESIDENTIAL UNITS (MAX.) COMMERCIAL TRAFFIC Total SCHOOLS PARK GFA ZONE Total Singles Townhouses Apartments Area (Ha) (Ha) (ft2) (Ha)

Existing 378 378 ------Residential1 1 155 - - 155 8 253,490 - - 2 107 - - 107 5 173,730 - - 3 182 - 182 - - - - - 4 185 - - 185 - - - - 5 666 464 202 - - - 2 1 6 559 444 115 - - - 6 5 7 25 - - 25 1 40,040 - - 8 43 - - 43 2 69,430 - - 9 67 - - 67 3 108,500 - - 10 232 127 105 - - - - - 11 585 359 226 - - - 2 2 122 456 288 168 - - - - 2 Total 3,262 1,682 998 582 19 645,190 10 10 Notes: 1. Development potential of the existing residential areas along Old Montreal Road. This area is not expected to be redeveloped within the study period and has not been included in the total area considered in the traffic analysis. 2. Urban expansion study area (OPA 76).

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7.2 Phasing

The details of construction phasing for the development are still being finalized but it is anticipated that the development will be fully built-out by 2031. This study will analyse the traffic impact of the fully built-out development at 2031 and a 50% build-out scenario at 2021. The development areas to the north of Old Montreal Road (representing approximately 50% build-out) will be constructed first and it is estimated that they will be completed by 2021. 7.3 Development Access

The concept plan proposes a north-south collector road which will run roughly through the centre of the development between Ottawa Road 174 and Frank Kenny Road with a four-legged intersection at Old Montreal Road, as indicated on Exhibit 10. This collector road is proposed as a two-lane road with a minimum pavement width of 11m within a 26m-29m wide Right-of-Way (ROW). Two minor collector road intersections along Old Montreal Road are proposed in the locations indicated on Exhibit 10. The minor collector roads are proposed as two-lane roads with 11m pavement width within a 24m ROW. In addition, two right-in/ right-out access driveways for the multi-use commercial component of Areas 1 and 2 are proposed along Ottawa Road 174. The following new intersections will be analysed in this CTS:

 Ottawa Road 174 and Collector Road

 Ottawa Road 174 and Right-In/ Right-Out Access #1

 Ottawa Road 174 and Right-In/ Right-Out Access #2

 Old Montreal Road and Collector Road

 Old Montreal Road and Minor Collector Road A

 Old Montreal Road and Minor Collector Road B

 Frank Kenny Road and Collector Road

The concept plan also indicates a possible alignment for a future bus rapid transit corridor through the community. This is discussed further in Section 7.5 below. 7.4 Preliminary Pathway Network

EXHIBIT 11 – PRELIMINARY PATHWAY NETWORK, presents the preliminary network of pathways proposed in Cardinal Creek Village and indicates opportunities for pathways within rights- of-way and through the open spaces and natural features in the development.

The Cardinal Creek Village Concept Plan encourages all modes of active transportation through the provision of:

 Sidewalks along at least one side of all local and collector roads;  A central multi-use pathway along one side of the north-south major collector road; and,

July 8, 2013 Page 43 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

 Pathways and trails through the open space areas. These facilities will link all areas of the community including schools, parks and mixed-use commercial areas. Connections from Cardinal Creek Village to the future cycling/pedestrian facilities along Ottawa Road 174, Old Montreal Road and Cardinal Creek are proposed. As well, opportunities have been identified for multi-use pathways along the existing hydro corridor in the north section of the development and in the vicinity of the South Tributary and stormwater management ponds in the south section. These pathways would provide additional east-west connectivity through the area for pedestrians and cyclists, and in the case of the hydro corridor, could provide a direct connection to the Trim Transit Station. The proposed pathways are all subject to further technical analysis during the detailed design of the community to ensure feasibility. 7.5 Community Transit Service

The introduction of efficient and convenient transit service to Cardinal Creek Village will be important to the success of the development. At present the immediate area is served only by peak period transit service along Old Montreal Road. Modification of the existing transit routes as well as the introduction of new routes will be required to service the proposed development. The details of the implementation of transit service to Cardinal Creek Village will be developed with OC Transpo staff at the Draft Plan of Subdivision stage for each phase of the development. The layout of the major north-south collector road and the minor collector roads will allow for flexibility in routing buses through the early phases of the development. Interim transit service will be provided along the collector roadways as they are phased into the development and will likely connect the community to the Trim Transit Station for connections to existing transit routes. OC Transpo’s long- term ultimate route network for the area anticipates having at least one local route making use of the proposed collector road and minor collector roads, connecting the community with the Place d’Orleans Transit Station.

It has been agreed with the City that two potential Bus Rapid Transit (BRT) will be protected in the concept plan until further review and evaluation can be carried out as part of the ongoing update to the Ottawa TMP. The preliminary alignments for two potential transit corridors are shown along the south side of Old Montreal Road and along the proposed major collector road to Frank Kenny Road as indicated on Exhibit 10. 7.6 Transportation Demand Management

The City of Ottawa is committed to implementing Transportation Demand Management (TDM) measures on a City-wide basis in an effort to reduce the automobile dependence of Ottawa residents, particularly during the weekday peak travel periods. TDM initiatives are aimed at encouraging individuals to use non-auto modes of travel during the peak periods. The proposed development will conform to the City’s TDM principles by providing easy access to non-auto modes of travel in terms of direct connections to adjacent pedestrian, cycling and transit facilities. The preliminary layout of the internal road network has been designed to allow for flexibility in routing buses through the development. As well, the provision of sidewalks and multi-use pathways within the development encourages all modes of active transportation.

July 8, 2013 Page 44 OTTAWA ROAD 174 NORTH

OTTAWA RIVER OTTAWA ROAD 174

OLD MONTREAL RD

ST. JOSEPH BLVD TRIM ROAD

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 11 DATE: 2013-07-08 Transportation Master Plan PRELIMINARY PATHWAY NETWORK SCALE: N.T.S. IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

7.7 Traffic Analysis – Preferred Concept Plan

7.7.1 TRIP GENERATION

Traffic generation associated with the Cardinal Creek Village development has been estimated based on data included in the publication Trip Generation, 9th Edition, 2012, published by the Institute of Transportation Engineers (ITE), Washington. Traffic generation for the weekday morning and afternoon peak hours has been derived for the land uses referenced above. APPENDIX H – TRIP GENERATION DATA, presents relevant extracts from the ITE publication.

Site generated traffic volumes were derived for both the 2021 and 2031 analysis years. It was assumed that in 2021 all of the land north of Old Montreal Road would be built out, representing approximately half of the total development of Cardinal Creek Village. By 2031, the community is expected to be fully built-out.

TABLE 10 – TRIP GENERATION (2021 – Approx. 50% BUILD-OUT) – ITE RATES presents a summary of the trip generation at 2021 based on ITE data.

TABLE 10 TRIP GENERATION (2021 HORIZON YEAR) – ITE RATES AM PEAK HOUR PM PEAK HOUR LAND USE CODE QUANTITY (veh/h) (veh/h) IN OUT TOTAL IN OUT TOTAL Single-Detached Home 210 908 units 161 484 645 482 283 765 Townhouse 230 499 units 32 155 187 150 74 224 Apartment 220 472 units 47 188 235 180 97 277 Shopping Centre 820 467,260 ft2 337 222 559 1126 1211 2337 TOTAL 577 1049 1626 1938 1665 3603

TABLE 11 – TRIP GENERATION (2031 BUILD-OUT) – ITE RATES presents a summary of the trip generation at full build-out of the development in 2031 based on ITE data.

TABLE 11 TRIP GENERATION (2031 BUILD-OUT HORIZON YEAR) – ITE RATES AM PEAK HOUR PM PEAK HOUR LAND USE CODE QUANTITY (veh/h) (veh/h) IN OUT TOTAL IN OUT TOTAL Single-Detached Home 210 1,682 units 297 890 1187 840 493 1333 Townhouse 230 998 units 55 270 325 266 131 397 Apartment 220 582 units 58 231 289 220 118 338 Shopping Centre 820 645,190 ft2 515 400 915 1636 1721 3357 TOTAL 925 1791 2716 2962 2463 5425

July 8, 2013 Page 46 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

The ITE trip generation rates are based on data collected from traffic surveys conducted across North America, but mostly in suburban areas of the U.S. where transit use is traditionally very low. In order to obtain an estimate of trip generation that reflects the level of transit use in Ottawa, the trip generation volumes in tables 10 and 11 have been reduced by the application of a Transit Modal Split (TMS) reduction factor.

Similarly, the total trips generated by the commercial component of the development have been separated into new trips and pass-by trips by the application of a pass-by proportion, as described below.

7.7.1.1 Transit Modal Split The Ottawa TMP states that the Transit Modal Split (TMS) (ie. the percentage of person-trips made by transit relative to the number of person-trips made by automobile and transit combined) at the nearby Bilberry Creek and Green’s Creek Screenlines is currently at 35% and is projected to increase to 40% and 43%, respectively, by 2031. It is anticipated that transit use in the Cardinal Creek Village community will reach a TMS level of 43% at the 2021 and 2031 horizon years. This is considered to be an achievable target for the study horizon years in view of the introduction of early transit service to the community and improvements to the city-wide rapid transit network, such as the Downtown LRT tunnel, which will contribute to making transit an attractive option for commuters.

The trip generation volumes for the residential land uses in Cardinal Creek Village summarized in tables 10 and 11 above, have been reduced by 43% to account for the expected level of transit use during the weekday peak periods.

7.7.1.2 Mixed-Use Internal Trips The ITE data used to estimate the trip generation from the retail and apartment components of the mixed-use areas are from free-standing sites and do not take into account the potential for interaction among these land uses in a mixed-use site, particularly where the trip can be made by walking. The total generation of vehicles entering and exiting the multi-use areas can therefore be reduced to account for this interaction between the land uses. A reduction factor of between 6% and 9% has been applied to the total trip generation from the multi-use areas (Zones 1, 2, 7, 8 and 9). These reduction factors have been calculated for each multi-use zone using the methodology provided in the publication Trip Generation Handbook, 2nd Edition, June 2004, published by the ITE.

7.7.1.3 Commercial Pass-By Trips Pass-by trips are trips made as an intermediate stop on the way from an origin to a primary destination. They are assumed to enter the site and then resume travel in the same direction. Pass- by trips differ from new trips in that they are an alteration of the travel paths of background traffic as a result of a traffic generator within a development (e.g retail, service, etc.).

Based on information in the publication Transportation and Land Development, 2nd Edition, published by ITE in 2006, approximately 50% of the traffic generated by the commercial shopping centres in the development is estimated to be pass-by traffic.

7.7.1.4 Commercial Internal Trips Some of the new trips generated by the commercial areas within Cardinal Creek Village will originate from the adjacent residential areas of the development. It has been assumed that 25% of the new trips generated by the commercial development in Zones 1 and 2 will originate from within

July 8, 2013 Page 47 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

Cardinal Creek Village. Similarly, it has been assumed that approximately 50% of the new trips generated by the commercial component of Zones, 7, 8 and 9 will be internal trips from within the community. These internal trips make up a portion of the total trips generated by the residential components in each zone and have been balanced accordingly.

7.7.1.5 Trip Generation Summary TABLE 12 – TRIP GENERATION SUMMARY (2021) – ADJUSTED, presents a summary of the estimated traffic generation expected at the interim period (2021) and full build-out (2031) of Cardinal Creek Village with the adjustments for transit use and commercial pass-by traffic. Values have been separated between trips that remain internal to the proposed development and those that enter/exit the study area.

TABLE 13 – TRIP GENERATION SUMMARY (2031) – ADJUSTED, presents the adjusted site generated traffic volume estimates at the 2031 horizon year.

TABLE 12 TRIP GENERATION SUMMARY (2021) – ADJUSTED AM PEAK HOUR PM PEAK HOUR LAND USE TRIP TYPE IN OUT TOTAL IN OUT TOTAL Residential ▪ New, External Trips 129 451 580 345 193 537 Commercial ▪ Pass-By Trips 131 131 262 547 547 1094 ▪ New Trips 133 129 262 572 523 1095 - Internal 14 51 65 176 98 274 - External 119 78 197 396 426 822 TOTAL NEW TRIPS (External Only) 248 529 777 741 619 1360 TOTAL NEW TRIPS 262 580 842 917 717 1634

TABLE 13 TRIP GENERATION SUMMARY (2031) – ADJUSTED

AM PEAK HOUR PM PEAK HOUR LAND USE TRIP TYPE IN OUT TOTAL IN OUT TOTAL Residential ▪ New, External Trips 231 800 1031 671 375 1046 Commercial ▪ Pass-By Trips 214 214 428 786 786 1572 ▪ New Trips 205 224 429 828 745 1573 - Internal 24 84 108 253 140 393 - External 181 140 321 575 605 1180 TOTAL NEW TRIPS (External Only) 412 940 1352 1246 980 2226 TOTAL NEW TRIPS 436 1024 1460 1499 1120 2619

July 8, 2013 Page 48 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

7.7.2 TRAFFIC DISTRIBUTION

Traffic generated by Cardinal Creek Village has been distributed according to the general proportions indicated in EXHIBIT 12 – TRAFFIC DISTRIBUTION. Details of the derivation of the distribution factors are provided in the sections below.

EXHIBIT 12 – TRAFFIC DISTRIBUTION

Residential Commercial

Commuter Trips Local Trips Internal Trips External Trips Zones 1&2: 25% Zones 1&2: 75%; 65% 35% Zones 7,8&9: 50% Zones 7,8&9: 50%

To/from within To/from existing within Cardinal Cardinal Creek Orleans areas Creek Village Village

7.7.2.1 Residential Traffic Distribution Traffic generated by the residential areas of Cardinal Creek Village has been assigned to the adjacent road network according to distribution proportions identified in the 2005 Origin-Destination (O-D) Survey, conducted by the TRANS Committee. The distribution of residential development- generated traffic, as approved by City staff, is as follows:

 Commuter Trips - to/from Ottawa Inner Area: 65%

 Local Trips - to/from Orleans and commercial areas in CCV: 35%

Commuter trips generated by Cardinal Creek Village have been assumed to travel to/ from Ottawa via Ottawa Road 174 and have been assigned to the network via the three closest 174 intersections/ interchanges at the new Collector Road, Trim Road and Tenth Line Road, in varying proportions based on the most logical/ shortest route from each traffic zone within the development.

Local trips have been divided between trips to and from locations within Orleans and trips occurring between the residential areas and mixed-use areas within Cardinal Creek Village. The number of trips occurring within Cardinal Creek Village has been determined based on the estimates of internal commercial traffic expected to be generated by the mixed-use commercial areas as described in Section 7.7.2.2 below. These internal trips were then distributed to/from each of the residential zones along the proposed collector road network within Cardinal Creek Village based on the relative size of each zone.

July 8, 2013 Page 49 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

The internal commercial trips were then subtracted from the 35% total local trips volume to derive the volume of local traffic that will occur between Cardinal Creek Village and the rest of Orleans. Trips to/from the existing areas in Orleans have been distributed along Ottawa Road 174, Trim Road, St. Joseph Boulevard and Frank Kenny Road in the following general proportions, with some variations between traffic zones depending on the most logical/ shortest route from each zone:

 25% via Ottawa Road 174  25% via St. Joseph Boulevard  35% via Frank Kenny Road  15% via Trim Road

7.7.2.2 Commercial Traffic Distribution The commercial components of the development have been assigned separate distributions due to the fact that they will generate internal trips from Cardinal Creek Village as well as external trips to/from the adjacent road network. Commercial trips have been assigned the following distribution:

Zones 1 & 2 Commercial Traffic Distribution

 External (Outside Study Area): 75%

 40% to/from East via Ottawa Road 174  10% to/from East via Old Montreal Road  10% to/from North via Trim Road  10% to/from West via Highway 174  10% to/from West via St. Joseph Boulevard  20% to/from South via Trim Road  Internal (Within Development Boundaries): 25%

 Distributed proportionally according to the number of residential units in each traffic zone within the development. These internal commercial trips from within the development have been balanced with the trip generation estimated for the residential areas so as to avoid double-counting.

Zones 7,8 & 9 Commercial Traffic Distribution

 External (Outside Study Area): 50%

 50% to/from East via Old Montreal Road

 10% to/from North via Trim Road

 10% to/from West via St. Joseph Boulevard

 20% to/from South via Trim Road

July 8, 2013 Page 50 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

 10% to/from South via Frank Kenny Road

 Internal (Within Development Boundaries): 50%

 Distributed proportionally according to the number of residential units in each traffic zone within the development. The internal commercial trips from within the development have been balanced with the trip generation estimated for the residential areas so as to avoid double-counting.

EXHIBIT 13 – FUTURE (2021) SITE GENERATED TRAFFIC presents the distribution and assignment of traffic generated by the proposed development at 2021 (50% build-out) for the weekday morning and afternoon peak hours.

EXHIBIT 14 – FUTURE (2031) SITE GENERATED TRAFFIC presents the distribution and assignment of traffic generated by the proposed development at 2031 (full build-out) for the weekday morning and afternoon peak hours.

The 2021 traffic volumes generated by the proposed development were applied to the future (2021) background traffic volumes indicated in Exhibit 5 above, to obtain future (2021) background plus site generated traffic volumes.

EXHIBIT 15 – FUTURE (2021) BACKGROUND PLUS SITE GENERATED TRAFFIC presents the total traffic volumes projected for the mid-way point of the development period in the year 2021.

The 2031 traffic volumes generated by the proposed development were applied to the future (2031) background traffic volumes indicated in Exhibit 6 above, to obtain future (2031) background plus site generated traffic volumes.

EXHIBIT 16 – FUTURE (2031) BACKGROUND PLUS SITE GENERATED TRAFFIC presents the total traffic volumes projected for the 2031 horizon year.

July 8, 2013 Page 51 LEGEND HIGHWAY HIGHWAY - 75 (-153) +42 (+143) 174 +117(+296) 174 # (#) = AM (PM), veh/h (+151) +34 +42 (+143) (-62) -3 (+155) +26 = FUTURE ROAD (+211) +74 (+213) +36 OTAWA ROAD 174 NORTH

(+0) +0 COLLECTOR

Ri/Ro Access #2 Access Ri/Ro Ri/Ro ACCESS #2

(+217) +29

(+426) +404 OLD

0 (0) HIGHWAY 0 (0) 0 (0) MONTREAL 174 +329 (+273) 0 (0) (+82) +72 +18 (+55) (+297) +52 (0) 0 0 (0) TED KELLY LANE (+58) +14 (+4) +2

(0) 0 Ri/Ro ACCESS #1 (0) 0 Ri/Ro Access #1 Access Ri/Ro

(+280) +35

(+4) +2 FRANK KENNY

OTTAWA RIVER

+329 (+273)

TRIM (+362) +107 +6 (+20) 0 (0) +1 (+4) OTTAWA ROAD 174 +18 (+55) +4 (+22) OLD MONTREAL RD +309 (+174) (+58) +14 (0) 0 +16 (+77) (+287) +97 LLEC (+60) +23 OR CO TO MIN R FRANK KENNY ROAD HIGHWAY ‘B ’ 174 COLLECTOR ROAD

(+4) +1

(+36) +77 (+71) +22 +2 (+4)

(+4) +2

+34 (+65)

(+68) +19

COLLECTOR ROAD

C A R D

I M N I N A O L R C C O R LL E EC E TO K R ‘A’ TRIM ROAD +386 (+210) (+141) +40 +100 (+111)

OTTAWA ROAD 174 (+347) +120 +152 (+111)

OLD MONTREAL(+148) +58 RD DAIRY DRIVE

(+142) +40 +100 (+112)

+62 (+58) ST. JOSEPH BLVD (+74) +27 TRIM ROAD +28 (+82) (+86) +32 TRIM TRIM

0 (0)

0 (0) +40 (+142)

+24 (+64) DAIRY +5 (+19) (+58) +11 OLD OLD

+17 (+89) 0 (0) +41 (+52) 0 (0) +14 (+5) 0 (0) OLD MINOR MONTREAL 0 (0) +78 (+40) MONTREAL

0 (0)

+89 (+37) 0 (0) MONTREAL COLLECTOR MINOR ‘A’ COLLECTOR

+53 (+43) ‘B’ COLLECTOR (0) 0 0 (0) +11 (+36) 0 (0) (0) 0 (+18) +6 +21 (+28) 0 (0) +23 (+29) +19 (+60) (0) 0 (+56) +21 +63 (+74) (+103) +29 0 (0) (+6) +4 0 (0) (0) 0 (+65) +27 (-21) +2 (+62) +15 ST JOSEPH (+83) +31 (0) 0 (0) 0

(0) 0

(+54) +16

(+28) +12

(+112) +100 (+112)

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 13 DATE: 2013-07-08 Future (2021) Site Generated Traffic SCALE: Transportation Master Plan 0m 200m 400m LEGEND HIGHWAY HIGHWAY -70 (-149) +42 (+143) # (#) = AM (PM), veh/h 174 174 +112 (+292) +42 (+143) (+153) -5 (-64) -5 = FUTURE ROAD (+310) +102 OTTAWA(+155) ROAD +26 174 (+217) +38 NORTH

(0) 0

COLLECTOR Ri/Ro ACCESS #2 Ri/Ro Access #2 Access Ri/Ro

(+219) +31

(+478) +492 OLD

0 (0) HIGHWAY 0 (0) 0 (0) MONTREAL 174 +422 (+329) 0 (0) (+180) +98 +49 (+145) (+300) +55 (0) 0 0 (0) TED KELLY LANE (+148) +45 (+5) +6

(0) 0 Ri/Ro ACCESS #1 (0) 0 Ri/Ro Access #1 Access Ri/Ro

(+282) +38

(+6) +3 FRANK KENNY

OTTAWA RIVER +422 (+329) TRIM

+6 (+20)

0 (0) +8 (+22) OTTAWA(+462) ROAD+136 174 +49 (+145) +4 (+22) OLD MONTREAL RD +403 (+230) (0) 0 +16 (+78) (+148) +45 (+388) +126 OLLEC (+196) +64 INOR C TO M R FRANK KENNY ROAD HIGHWAY ‘B 174 ’

COLLECTOR ROAD

(+22) +8

(+72) +22 +3 (+6)

(+113) +214 (+113)

(+5) +6

+132 (+189)

(+217) +69

+12 (+29) COLLECTOR ROAD

(+26) +22 C A R D I M N I N A O L R C C O R LL E EC E TO K R ‘A’

TRIM ROAD +617 (+343) (+296) +87 +244 (+207)

OTTAWA ROAD 174 (+584) +190 +395 (+295)

OLD(+420) MONTREAL +148 RD DAIRY DRIVE

(+296) +87 +244 (+207)

+129 (+112) 0 (0) +6 (+5) ST. JOSEPH BLVD (+150) +53 TRIM ROAD COLLECTOR (+126) +60 +46 (+124) (0) 0 (+21) +16

(+6) +3

(+23) +9 FRANK KENNY

TRIM OLD OLD TRIM

0 (0)

0 (0) +23 (+107) +15 (+7) 0 (0) 0 (0) +87 (+296) DAIRY +42 (+53) +42 (+169) MONTREAL

+71 (+218) +5 (+19) (+58) +11 MONTREAL MINOR

OLD COLLECTOR

0 (0) 0 (0) +222 (+135) +89 (+40) +30 (+46) 0 (0) MINOR ‘A’ COLLECTOR

MONTREAL ‘B’ COLLECTOR 0 (0) +124 (+93) -3 (-64) +83 (+166) (0) 0 0 (0) (+18) +6 +49 (+68) 0 (0) (+108) +32 +105 (+207) (+14) +5 0 (0) (0) 0 (+132) +47 +306 (+255) (+110) +46 (+181) +56 (0) 0 (0) 0 (+71) +28 (+137) +46 (+37) +11 (+349) +120 ST JOSEPH

(0) 0

(+16) +33

(+54) +16

(+70) +30

(+116) +102 (+116)

(+207) +244

(+272) +268

PROJECT No. 31539 Cardinal Creek Village EXHIBIT 14 DATE: 2013-07-08 SCALE: Transportation Master Plan Future (2031) Site Generated Traffic 0m 200m 400m LEGEND HIGHWAY 1227 (548) HIGHWAY 1344 (844) # (#) = AM (PM), veh/h 174 174 117 (296) 1344 (844) (1727) 713 (1731) 705 (1514) 676 OTTAWA ROAD 174 = FUTURE ROAD (211) 74 (213) 36 NORTH

(0) 0

(217) 29

(426) 404 Ri/Ro ACCESS #2 COLLECTOR Ri/Ro Access #2 Access Ri/Ro OLD

0 (0) HIGHWAY 13 (7) 3 (3) MONTREAL 174 1631 (974) 0 (0) (1658) 751 387 (251) (297) 52 (6) 1 20 (20) TED KELLY LANE (254) 57 (115) 27

(280) 35 Ri/Ro ACCESS #1

(1) 1

(5) 5 Ri/Ro Access #1 Access Ri/Ro

(111) 204 (111) FRANK KENNY

OTTAWA RIVER 1631 (974) TRIM

13 (40) 9 (2) 17 (39) (1938) 786 OTTAWA ROAD 174 407 (271) 15 (29) OLD MONTREAL RD 1494 (771) (20) 15 121 (174) (259) 62 (1687) 686 (906) 201 OLLEC INOR C TO HIGHWAY M R FRANK KENNY ROAD ‘B 174 ’

COLLECTOR ROAD

(54) 44

(600) 1240

(227) 130 210 (117)

(138) 50

618 (375)

(376) 88

COLLECTOR ROAD

C A R D

I M N

I A N

L O

R C C R O LL E EC E K TO R ‘A’ TRIM ROAD 2743 (1373) (1119) 339 1387 (882)

OTTAWA(2613) 902 ROAD 174 736 (421)

OLD MONTREAL(456) 127 RD DAIRY DRIVE

(1240) 236 1483 (893)

422 (298) ST. JOSEPH BLVD (432) 108 TRIM ROAD (1297) 306 1258 (851) TRIM TRIM

81 (22) 69 (33) 189 (1064) DAIRY

49 (210) 17 (63) 172 (967) OLD OLD OLD MINOR

0 (0) 17 (89)

14 (5) 41 (52)

0 (0) 2 (15) 89 (37) MONTREAL 376 (179) MONTREAL MONTREAL 2 (11) MINOR ‘A’ COLLECTOR 267 (130) COLLECTOR (31) 23 10 (104) (57) 25 93 (112) 0 (0) 11 (36) ‘B’ COLLECTOR 0 (0) (2) 3 (157) 42 647 (384) 607 (339) 603 (370) (72) 37 (218) 41 (65) 27 (103) 29 (6) 4 (391) 100 (287) 71 (370) 84 ST JOSEPH

(41) 102

(16) 19

(90) 37

(836) 1362

(105) 138 (656) 1083

PROJECT No. 31539 Cardinal Creek Village EXHIBIT15 DATE: 2013-07-08 SCALE: Transportation Master Plan Future (2021) Background Plus 0m 200m 400m Site Generated Traffic LEGEND

# (#) = AM (PM), veh/h HIGHWAY 1248 (579) HIGHWAY 1360 (871) 174 174 = FUTURE ROAD 112 (292) 1360 (871) (1878) 831 (1880) 823 (1661) 792 OTTAWA ROAD 174 (310) 102 (217) 38 NORTH

(0) 0

(219) 31

(478) 492

COLLECTOR Ri/Ro ACCESS #2 Ri/Ro Access #2 Access Ri/Ro OLD

0 (0) HIGHWAY 14 (8) 3 (3) MONTREAL 174 1740 (1057) 0 (0) (1905) 895 476 (368) (300) 55 (7) 2 20 (20) TED KELLY LANE (364) 97 (130) 36

(282) 38 Ri/Ro ACCESS #1

(1) 1

(5) 5 Ri/Ro Access #1 Access Ri/Ro

(128) 236 FRANK KENNY

OTTAWA RIVER 1740 (1057) TRIM

13 (40) 9 (2) 26 (57) (2187) 933 OTTAWA ROAD 174 496 (388) 18 (30) OLD MONTREAL RD 1561 (850) (21) 19 112 (178) (369) 102 (1908) 820 (1113) 307 OLLEC INOR C TO HIGHWAY M R FRANK KENNY ROAD ‘B 174 ’

COLLECTOR ROAD

(81) 59

(257) 119

(782) 1598 242 (134)

(153) 59

807 (542)

(580) 156

251 (157) COLLECTOR ROAD

(174) 75 C A R D

I M N

I A N O L

R C C O R LL E EC E TO K R ‘A’ TRIM ROAD 3168 (1634) (1348) 445 1776 (1120)

OTTAWA(3042) 1146 ROAD 174 1070 (648)

OLD MONTREAL(768) 232 RD DAIRY DRIVE

(1502) 493 1896 (1125)

560 (383) 0 (0) 59 (153) ST. JOSEPH BLVD (561) 134 TRIM ROAD COLLECTOR (1469) 418 1532 (1032) (0) 0 (21) 16

(23) 9

(134) 242 FRANK KENNY

TRIM OLD OLD TRIM

0 (0)

15 (7) 0 (0)

84 (22) 23 (107) 85 (36) 324 (1291) DAIRY 42 (53) 42 (169) MONTREAL

104 (378) 22 (67) 245 (1056) MONTREAL MINOR

OLD COLLECTOR

0 (0) 2 (15) 566 (295) 89 (40) 30 (46) 0 (0) MINOR ‘A’ COLLECTOR MONTREAL ‘B’ COLLECTOR 2 (11) 372 (193) 672 (289) 758 (519) (47) 23 10 (104) (63) 25 132 (163) 0 (0) (108) 32 105 (207) (14) 5 0 (0) (3) 3 (248) 68 981 (608) (458) 130 (529) 140 (107) 37 (250) 41 (71) 28 (137) 46 (37) 11 (697) 204 ST JOSEPH

(0) 0

(16) 33

(0) 0

(116) 102 (116)

(48) 122

(19) 23 (272) 268

(123) 166 (767) 1305

(142) 61

(1058) 1751

PROJECT No. 31539 Cardinal Creek Village EXHIBIT16 DATE: 2013-07-08 SCALE: Transportation Master Plan Future (2031) Background Plus 0m 200m 400m Site Generated Traffic IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

7.7.3 INTERSECTION CAPACITY ANALYSIS

7.7.3.1 Future (2021) Background plus Site Generated Traffic Intersection capacity analysis has been conducted for the intersections referenced above under the 2021 background plus site generated traffic conditions presented in Exhibit 15.

TABLE 14 – INTERSECTION CAPACITY ANALYSIS, FUTURE (2021) BACKGROUND PLUS SITE GENERATED TRAFFIC presents the results of the intersection capacity analyses for the weekday morning and weekday afternoon peak hours.

TABLE 14 INTERSECTION CAPACITY ANALYSIS FUTURE (2021) BACKGROUND PLUS SITE GENERATED TRAFFIC

V/C RATIO LEVEL OF SERVICE INTERSECTION PEAK INTERSECTION CRITICAL CRITICAL CONTROL HOUR INTERSECTION INTERSECTION MOVEMENT MOVEMENT

Trim Road and Ottawa Road AM 1.28 1.20 F F Traffic Signal 174 PM 1.25 1.24 F F

Trim Road and Taylor Creek AM 0.90 0.90 D D Roundabout Blvd/ Dairy Road PM 0.71 0.71 C B AM 0.92 0.92 F C Roundabout Trim Road and St. Joseph PM 0.87 0.87 D C Blvd/ Old Montreal Road AM 0.74 0.74 C B Roundabout % PM 0.87 0.87 D C Old Montreal Road and Frank AM 0.32 - B - NB/SB Stop Kenny Road PM 0.20 - B - AM 0.38 - B - SB Stop Old Montreal Road and PM 0.28 - B - Collector Road AM 0.65 0.65 B B Roundabout PM 0.44 0.44 A A

Old Montreal Road and Minor AM 0.40 - B - SB Stop Collector Road A PM 0.24 - A -

Old Montreal Road and Minor AM 0.37 - B - SB Stop Collector Road B PM 0.23 - B - AM 0.96 0.93 E E Traffic Signal PM 1.61 1.42 F F Traffic Signal AM 0.67 0.64 B B Ottawa Road 174 and Collector € # PM 0.97 0.95 E E Road AM 2.16 2.16 F F Roundabout PM 2.26 2.26 F F AM 0.96 0.96 E D Roundabout € PM 1.12 1.12 F F AM 1.01 - B - Ottawa Road 174 and RI/RO NB Stop PM 1.46 - F - Access #1 NB Stop € AM 0.50 - A -

July 8, 2013 Page 56 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

V/C RATIO LEVEL OF SERVICE INTERSECTION PEAK INTERSECTION CONTROL HOUR CRITICAL CRITICAL INTERSECTION INTERSECTION MOVEMENT MOVEMENT PM 0.59 - C - AM 0.83 - B - NB Stop Ottawa Road 174 and RI/RO PM 3.08 - F - Access #2 AM 0.42 - A - NB Stop € PM 0.47 - B - Notes: € - 4-Lane Highway 174 # - Auxiliary WB and NB left-turn lanes; shared auxiliary NB left-right-turn lane, and auxiliary EB right-turn lane % - Convert WB channelized right-turn lane to free-flow with NB merge lane on Trim Road.

The results of the analysis indicate that the following intersections will operate at acceptable levels of service during the weekday morning and afternoon peak hours, under 2021 background plus site generated traffic conditions:

 Trim Road and Dairy Drive/ Taylor Creek Drive

 Old Montreal Road and Frank Kenny Road

 Old Montreal Road and Collector Road

 Old Montreal Road and Minor Collector Road ‘A’

 Old Montreal Road and Minor Collector Road ‘B’

Trim Road/ Ottawa Road 174

The results of the analysis under 2021 background plus site generated traffic conditions indicate that the intersection will continue to operate above capacity (LOS F) in its current configuration.

Trim Road/ St. Joseph Boulevard/ Old Montreal Road

The Trim Road/ St. Joseph Boulevard/ Old Montreal Road roundabout will operate at an acceptable overall level of service (LOS C) during the weekday morning and afternoon peak hours.

Introduction of a free-flow condition to the westbound right-turn, as discussed above, will improve the operating condition of the roundabout to LOS B during the weekday morning peak hour.

Ottawa Road 174 and Collector Road

The results of the analysis indicate that the proposed all-movements access to the development along Ottawa Road 174 at the Collector Road would operate above capacity (LOS F) during the morning and afternoon peak hours as either a single lane or two-lane roundabout.

With traffic signal control in place, the intersection is projected to operate above capacity during the weekday morning and afternoon peak hours with the existing two lane cross-section on Ottawa Road 174. Widening of Ottawa Road 174 to four-lanes will improve the operating condition to an

July 8, 2013 Page 57 IBI GROUP FINAL REPORT Tamarack (Queen Street) Corporation CARDINAL CREEK VILLAGE TRANSPORTATION MASTER PLAN

acceptable level of service (LOS B) during the morning peak hour, but the intersection would operate at close to its theoretical capacity (LOS E) during the afternoon peak hour.

Ottawa Road 174 and Right-in/ Right-out Access #1; Ottawa Road 174 and Right-in/ Right-out Access #2

The two right-in/ right-out access driveways along Ottawa Road 174 are projected to operate above capacity (LOS F) during the afternoon peak hour with two lanes on Ottawa Road 174, under 2012 traffic conditions. Further analysis indicates that the intersections would operate at acceptable levels of service if Ottawa Road 174 is widened to four lanes.

7.7.3.2 Future (2031) Background plus Site Generated Traffic Intersection capacity analysis has been conducted for the intersections referenced above under the 2031 background plus site generated traffic conditions presented in Exhibit 16.

TABLE 15 – INTERSECTION CAPACITY ANALYSIS, FUTURE (2031) BACKGROUND PLUS SITE GENERATED TRAFFIC presents the results of the intersection capacity analyses for the weekday morning and weekday afternoon peak hours.

TABLE 15 INTERSECTION CAPACITY ANALYSIS FUTURE (2031) BACKGROUND PLUS SITE GENERATED TRAFFIC

V/C RATIO LEVEL OF SERVICE INTERSECTION PEAK INTERSECTION CRITICAL CRITICAL CONTROL HOUR INTERSECTION INTERSECTION MOVEMENT MOVEMENT

Trim Road and Ottawa AM 1.58 1.23 F F Traffic Signal Road 174 PM 1.42 1.36 F F AM 1.15 1.15 F F Roundabout Trim Road and Taylor PM 0.87 0.87 D C Creek Blvd/ Dairy Road AM 0.79 0.79 C C Traffic Signal € * PM 0.68 0.68 B B AM 0.96 0.96 F D Roundabout % Trim Road and St. PM 1.16 1.16 F F Joseph Blvd/ Old Montreal Road AM 0.84 0.84 D D Traffic Signal € $ PM 0.82 0.81 D D

Old Montreal Road and AM 0.43 - C - NB/SB Stop Frank Kenny Road PM 0.30 - C -

Collector Road and Frank AM 0.04 - A - EB Stop Kenny Road PM 0.09 - A - AM 1.42 - F - NB/SB Stop PM > 2.00 - F - AM 0.82 0.75 D C Old Montreal Road and Traffic Signal Collector Road & * PM 0.97 0.93 E E

Traffic Signal AM 0.72 0.57 B A Ω * PM 0.81 0.74 D C Roundabout AM 1.30 1.30 F F

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V/C RATIO LEVEL OF SERVICE INTERSECTION PEAK INTERSECTION CONTROL HOUR CRITICAL CRITICAL INTERSECTION INTERSECTION MOVEMENT MOVEMENT PM 1.24 1.24 F F AM 0.67 0.67 C B Roundabout Ω PM 0.68 0.68 C C

Old Montreal Road and AM 0.61 - C - SB Stop Minor Collector Road A PM 0.38 - B -

Old Montreal Road and AM 0.08 - B - NB/SB Stop Minor Collector Road B PM 0.05 - C - Traffic Signal AM 0.70 0.68 C C Ottawa Road 174 and £ # PM 1.04 1.02 F F Collector Road AM 1.04 1.04 F E Roundabout £ PM 1.22 1.22 F F

Ottawa Road 174 and AM 0.54 - B - NB Stop RI/RO Access #1 PM 0.67 - D -

Ottawa Road 174 and AM 0.42 - A - NB Stop RI/RO Access #2 PM 0.51 - C - Notes: & - 2-Lane Old Montreal Road Ω - 4-Lane Old Montreal Road * - Auxiliary left-turn lanes on all approaches £ - 4-Lane Highway 174 # - Auxiliary WB and NB left-turn lane; shared auxiliary NB left-right-turn lane, and auxiliary EB right-turn lane % - Convert WB channelized right-turn lane to free-flow with NB merge lane on Trim Road. € - Convert Roundabout to Traffic Control Signal. $ - Required Intersection Configuration: 4-lane cross-section on both Trim Road and Old Montreal Road Single auxiliary left-turn lane on all NB, WB and EB approaches Dual auxiliary left-turn lanes on SB approach Auxiliary right turn lane on EB and WB approaches. Channelized and free flow WB right-turn lane with NB merge lane on Trim Road.

The results of the analysis indicate that the following intersections will operate at acceptable levels of service during the weekday morning and afternoon peak hours, under 2031 background plus site generated traffic conditions:

 Old Montreal Road and Frank Kenny Road

 Old Montreal Road and Collector Road

 Old Montreal Road and Minor Collector Road ‘A’

 Old Montreal Road and Minor Collector Road ‘B’

 Frank Kenny Road and Collector Road

 Ottawa Road 174 and Right-in/ Right-out Access #1

 Ottawa Road 174 and Right-in/ Right-out Access #2

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Trim Road/ Ottawa Road 174

The intersection is indicated to operate above capacity as a signalized intersection under 2031 background plus site generated traffic conditions.

Trim Road/ Dairy Drive/ Taylor Creek Drive

The intersection will exceed its capacity as a roundabout under 2031 background plus site generated traffic conditions during the morning peak hour. An acceptable level of service (LOS C) can be achieved with the conversion of the roundabout to a traffic signal controlled intersection.

Trim Road/ St. Joseph Boulevard/ Taylor Creek Drive

The intersection will exceed its capacity as a roundabout during the afternoon peak hour under 2031 background plus site generated traffic conditions. An acceptable level of service (LOS D) can be achieved during the morning and afternoon peak hours with the conversion of the roundabout to a traffic signal controlled intersection.

Old Montreal Road/ Collector Road

Under 2031 traffic conditions, the intersection is indicated to operate above its theoretical capacity (LOS F) as a single lane roundabout. With traffic signals in place, the intersection will operate at an acceptable level of service (LOS C) during the morning peak hour but will approach its theoretical capacity (LOS E) during the afternoon peak hour.

With a four-lane cross-section on Old Montreal Road, the intersection would operate at acceptable levels of service as either a multi-lane roundabout or with traffic signals.

Ottawa Road 174/ Collector Road

The results of the analysis indicate that the Ottawa Road 174 and Collector Road intersection will operate at an acceptable level of service (LOS C) during the morning peak hour but will exceed its theoretical capacity (LOS F) during the afternoon peak hour, with four lanes on Ottawa Road 174. This is due primarily to the heavy through volume on the eastbound approach to the intersection, which is projected to increase to over 1800 vehicles in the afternoon peak hour.

7.7.4 TRAFFIC SIGNAL WARRANTS ANALYSIS

Traffic control signal warrants analysis has been carried out for the new development intersections under future background plus site generated traffic conditions.

The analysis has followed the established procedures outlined in the “Ontario Traffic Manual, Book 12, 2007”, published by the Ontario Ministry of Transportation (MTO). The results of the analysis indicate that the Ottawa Road 174 and Collector Road intersection meets the minimum warrants for traffic signals under 2021 traffic conditions. The Old Montreal Road and Collector Road intersection meets the warrants under 2031 traffic conditions.

The Old Montreal Road/ Frank Kenny Road intersection and the new minor collector road intersections along Old Montreal Road do not meet the minimum warrants for signalization under 2031 peak hour traffic conditions.

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Details of the signal warrants analyses described above are included in APPENDIX I – TRAFFIC SIGNAL WARRANTS ANALYSES.

7.7.5 SCREENLINE ANALYSIS

Screenline analysis is a comparison of forecasted demands and lane capacities for the major road network connecting the site to the area transportation network. Lane capacities are based generally on the Official Plan designation of the road classifications and other general characteristics of the roads (e.g. urban or rural cross sections). For this exercise, assumed lane capacities have been obtained from the 2008 Transportation Master Plan Road Infrastructure Needs Study, conducted by Delcan Corporation on behalf of the City of Ottawa.

The screenline analysis has focussed on the Ottawa Road 174 and St. Joseph Boulevard corridors at the points at which they cross the Bilberry Creek (SL 45) and Green’s Creek (SL16) screenlines.

TABLE 16 – SCREENLINE ANALYSIS, presents the results of the screenline analyses for the weekday morning peak hour at the years 2021 and 2031 horizon years based on the traffic model projections provided by the City.

TABLE 16 SCREENLINE ANALYSIS Projected Weekday Background Volumes Assumed for Analysis Year (AM Peak) Directional Crossing Road Site Generated Background Plus Capacity* Background Traffic (veh/h) Traffic Site Generated Traffic 2021 2031 2021 2031 2021 2031 Green’s Creek (SL16) Ottawa Road 174 4,620 / 4,537 WB 4,890 WB +386 WB +617 WB 4,923 WB 5,507 WB (2 lanes per direction / 6,930 2,392 EB 2,849 EB +120 EB +190 EB 2,512 EB 3,039 EB 3 lanes per direction) St. Joseph Blvd. 2,395 WB 1,825 WB +58 WB +129 WB 2,453 WB 1,954 WB 2,100 (2 lanes/direction) 277 EB 229 EB +26 EB +53 EB 303 EB 282 EB Bilberry Creek (SL45) Ottawa Road 174 3,546 WB 3,443 WB +386 WB +617 WB 3,932 WB 4,060 WB 4,260 (2 lanes/direction) 1,762 EB 2081 EB +120 EB +190 EB 1,882 EB 2,271 EB

St. Joseph Blvd. 738 WB 727 WB +58 WB +129 WB 796 WB 856 WB 1,680 (2 lanes/direction) 383 EB 396 EB +26 EB +53 EB 409 EB 449 EB * Assumed directional capacities obtained from the Road Infrastructure Needs Study (2008)

The results of the screenline analysis indicate that Ottawa Road 174 will approach its theoretical capacity under background traffic conditions by 2021 at the Green’s Creek Screenline (SL 16) as a 4-lane roadway. The 2008 Road Infrastructure Needs Study, a supporting document of the 2008 Transportation Master Plan, indicates that Ottawa Road 174 is to be widened to 6 lanes from Blair Road to Jeanne d’Arc Boulevard within the period 2016 to 2022. This widening will significantly increase the capacity of the roadway and allow it to support the increased volume of traffic from background traffic sources and the proposed development.

St. Joseph Boulevard is expected to surpass its theoretical capacity at the Green’s Creek screenline by 2021 under background traffic conditions in the peak (westbound) direction. The addition of site generated traffic in 2021 represents a 3% increase in traffic in the peak direction. Traffic modelling

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data provided by the City of Ottawa indicates that background traffic along the St. Joseph Boulevard is expected to decrease by 2031 to a level that can support the volume of traffic generated by the proposed development. 7.8 Implementation

The preferred infrastructure alternative designs associated with the concept plan include the following:

Stormwater management ponds (1, 4 & 5) and Storm sewage collection network:

 Sanitary sewer collection network  Water distribution network  Slope stability works Required Road Projects:

 Major Collector Road  Minor Collector Road ‘A’  Minor Collector Road ‘B’  Realignment and widening of Old Montreal Road between Dairy Drive and Frank Kenny Road.  Old Montreal Road/ Frank Kenny Road Intersection Modifications  New intersection at Old Montreal Road and Major Collector Road – Traffic signals with auxiliary turning lanes or roundabout.  New intersection at Old Montreal Road and Minor Collector Road ‘A’ – stop-control or roundabout.  New intersection at Old Montreal Road and Minor Collector Road ‘B’ – stop-control or roundabout.  New intersection at Frank Kenny Road and Major Collector Road – stop control  New intersection at Ottawa Road 174 and Major Collector Road – Traffic signals with auxiliary turning lanes (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study).  New intersection at Ottawa Road 174 and Commercial Site Access #1 – right-in/ right- out restricted (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study).  New intersection at Ottawa Road 174 and Commercial Site Access #2 – right-in/ right- out restricted (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study). Transit Corridors:

 Future potential transit corridors have been identified for protection along the south side of Old Montreal Road and along the main collector road south of Old Montreal Road to Frank Kenny Road. It is intended that these corridors will be protected until they have been reviewed further as part of the update to the Ottawa TMP.

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7.8.1 REQUIRED ROADWAY INFRASTRUCTURE

TABLE 17 – REQUIRED ROADWAY INFRASTRUCTURE summarizes the new roadway infrastructure in the preferred plan that will need to be in place by 2021 and 2031 to support the development, based on the preliminary phasing plan

TABLE 17 REQUIRED ROADWAY INFRASTRUCTURE

ROAD INFRASTRUCTURE DETAILS

2021 Horizon Year Major Collector Road Two-lane collector road (29m ROW) from Ottawa Road 174 to Old Montreal Road. Minor Collector Road A Two-lane collector road (24m ROW) from Major Collector Road to Old Montreal Road. Minor Collector Road B Two-lane collector road (24m ROW) from Major Collector Road to Old Montreal Road. Old Montreal Road/ Major Collector Road New unsignalized intersection (T-configuration) Intersection with stop control or roundabout. Old Montreal Road/ Minor Collector Road A New stop-controlled intersection. Intersection Old Montreal Road/ Minor Collector Road B New stop-controlled intersection. Intersection Ottawa Road 174/ Major Collector Road* New signalized intersection. 4-lanes required on Ottawa Road 174. Ottawa Road 174/ Commercial Site Access #1* New right-in/ right-out restricted intersection. 4- lanes required on Ottawa Road 174. Ottawa Road 174/ Commercial Site Access #2* New right-in/ right-out restricted intersection. 4- lanes required on Ottawa Road 174. 2031 Horizon Year Major Collector Road Two-lane collector road (29m ROW) from Old Montreal Road to Frank Kenny Road. Minor Collector Road B Two-lane collector road (24m ROW) Old Montreal Road to Major Collector Road. Old Montreal Road Realign and widen Old Montreal Road to four lanes between Dairy Drive and Frank Kenny Road. Frank Kenny Road/ Old Montreal Road Modify Old Montreal Road approaches to Frank intersection Kenny Road intersection.

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Old Montreal Road/ Major Collector Road Upgrade intersection to four-legs with traffic Intersection signals and four lanes on Old Montreal Road or multi-lane roundabout. Old Montreal Road/ Minor Collector Road B Upgrade intersection to four legs. Intersection Frank Kenny Road/ Major Collector Road New stop-controlled intersection. Note: * The existing traffic capacity issues along the Ottawa Road 174/ County Road 17 corridor are being assessed as part of the ongoing OR 174/ CR 17 EA study. For the purpose of this TMP, it has been assumed that widening of the existing Ottawa Road 174 from two to four lanes will be required. The details of the proposed development access points along Ottawa Road 174 will be developed further in tandem with the ongoing OR 174/ CR 17 study.

7.8.2 MODIFICATIONS

The change process distinguishes between minor and major changes. A substantive design change would require approval by Planning and Environment Committee and external agencies as necessary and may necessitate the completion of an amendment to the Master Plan/EA, whereas a minor change would not. Minor changes may be made at the discretion of the Director of Planning and Infrastructure Approvals and incorporated into subdivision and/or site plan approvals.

Minor Changes

Minor design changes may be defined as those which do not appreciably change the expected net impacts or outcomes associated with the project. For example, median width, pathway connections, and underground infrastructure sizes, adjustments to the distribution of low and medium density residential areas, minor changes to the location and configuration of neighbourhood parks, minor changes to the residential mix, minor adjustments to stormwater management pond block size and location would be considered minor. Slight changes in alignment or facility footprints, which have the agreement of all affected landowners, would also be considered as minor.

All affected landowners and appropriate stakeholders will be provided details of the modification. The majority of such changes could likely be dealt with during the detailed design phase and would remain the responsibility of the proponent to ensure that all relevant issues are taken into account.

Major Changes

Major changes may be defined as those which change the intent of the EAs or appreciably change the expected net impacts or outcomes associated with the project. An example of a major change would result from a proposed shift in a preferred design alignment or configuration which would warrant changes in mitigation to the number of storm ponds, the relocation of school and community park sites, or a major change to Cardinal Creek and related tributaries.

If the proposed modification is major the recommendations and conclusions associated with the change would require updating. An addendum to the Master Plans may be required to document the change, identify the associated impacts and mitigation measures and allow related concerns to be addressed and reviewed by the appropriate stakeholders. Major changes will be subject to approval by Planning and Environment Committee and external agencies as required.

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7.9 Impacts and Mitigation

The values and conditions identified in the documentation of existing conditions were used as the basis for assessing the effects of the preferred alternatives on the natural, social, physical and technical environments. The impact analysis involved applying the following steps:

Step 1 Identify and analyze instances where the project may interact with existing environmental conditions.

Step 2 Acknowledge predetermined project activities that act as built-in mitigation measures.

Step 3 Identify the residual environmental effects, if any.

Step 4 Identify opportunities for further mitigation of residual effects, if possible/practical.

Step 5 Determine the significance of the residual environmental effects, after further mitigation.

7.9.1 BUILT-IN MITIGATION MEASURES

In this assessment, “built-in mitigation” is defined as actions and design features incorporated in the pre-construction, construction, and operational phases that have the specific objective of lessening the significance or severity of environmental effects which may be caused by the project.

The project will be designed and implemented with the benefit of contemporary planning, engineering, and environmental management practices. Regard shall be had for the legislation, policies, regulations, guidelines, and best practices of the day. Where possible, mitigation measures will be prescribed in the construction contracts and specifications. Examples of practices that should be employed, based on current standards, are described below. These measures can be considered “built into” the preferred design for Cardinal Creek Village. They will be updated and refined during the pre-construction, construction, and operation phases of the project.

Erosion and Sediment Control Plan

The purpose of the Erosion and Sedimentation Control Plan is to determine the degree of erosion and sedimentation that would occur under normally anticipated weather conditions during the life of the project, and to develop and implement mitigative strategies to control any areas determined to be pre-dispositioned to the problem. This would include: the identification of planting and slope rounding specifications within the contract tender; identifying and specifying seeding and sodding locations; identifying areas requiring slope benching or retaining structures in the detailed design process; and post construction monitoring and mitigative practices.

Construction and Traffic Management Plan

A Construction and Traffic Management Plan will be developed to manage the road network transportation function for all travel modes including equipment and material deliverables at various times during the construction period. The objective of the plan will be to maintain safe and clear pedestrian routes, maintain existing traffic as close as possible to its current conditions, and outline the road signage program.

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Archaeological Findings

If during the course of construction archaeological resources are discovered, the site should be protected from further disturbance until a licensed archaeologist has completed the assessment and any necessary mitigation has been completed. In the event that human remains are encountered during construction activities, local law enforcement authorities and/or the coroner will be notified immediately, followed by the Ministry of Tourism, Culture and Sport, and the Registrar of Cemeteries at the Ministry of Consumer Services (416) 326-8393.

Emergency Response Plan

The preparation of an Emergency Response Plan to be used by the Contractor will be included to allow full access to emergency services during the construction period, so that at any given time there is a method to access all adjacent land uses. Additionally, the Emergency Response Plan should include provisions for providing temporary services to end users in the event of a construction related service outage or other service disruption.

Environmental Protection Plan

It will be the responsibility of the Contractor to ensure that no contamination, waste or other substances, which may be detrimental to aquatic life or water quality, will enter a watercourse as either a direct or indirect result of construction. In this regard, any floating debris resulting from construction which accumulates on watercourse beds and watercourse banks is to be immediately cleaned up and disposed of. Any spills or contamination, waste or other substances which may be detrimental to aquatic life or water quality will also be immediately cleaned up.

Any work which will cause or be the cause of discharge to watercourses is to be prohibited. At all times, construction activities are to be controlled in a manner that will prevent entry of deleterious materials to watercourses. In particular, construction material, excess material, construction debris and empty containers are to be stored away from watercourses and the banks of watercourses.

Spills or discharges of pollutants or contaminants will be reported immediately. Clean up shall be initiated quickly to ensure protection of the environment.

Management of Contaminated Materials

The Ministry of Environment and the Construction Manager are to be notified immediately upon discovery of any contaminated material encountered within the construction area. If contaminated materials or contaminated groundwater are encountered within the construction limits, these are to be removed and disposed of in accordance with all applicable Acts and Regulations. Treatment and discharge of contaminated groundwater are also to be in accordance with applicable legislation and regulations.

7.9.2 ASSESSMENT AND EVALUATION RESULTS

Determination of an environmental effect requires consideration of the interaction between the project (i.e. project activities) and the environment. Pre-construction, construction and operational activities were all assessed. Professional judgment and experience formed the basis for identifying environmental effects and mitigation measures. The analysis was based primarily on comparing

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the existing environment with the anticipated future environment, during and after construction. Consideration was given to:

 the magnitude, spatial extent, and duration of effects;

 the proportion of a species population or the number of people affected;

 direct or indirect effects;

 the degree to which the effect responds to mitigation; and

 the level of uncertainty about the possible effect.

In this assessment, “residual” environmental effects are defined as changes to the environment caused by the project, and vice versa, when compared to existing conditions and taking into account all mitigation measures. Potential residual environmental effects are assessed as to their significance, including spatial and temporal considerations, and are categorized according to the following definitions:

“Negligible” means an effect that may exhibit one or more of the following characteristics:

 nearly-zero or hardly discernible effect; or

 affecting a population or a specific group of individuals at a localized area and/or over a short period.

“Insignificant” means an effect that may exhibit one or more of the following characteristics:

 not widespread;

 temporary or short-term duration (i.e., only during construction phase);

 recurring effect lasting for short periods of time during or after project implementation;

 affecting a specific group of individuals in a population or community at a localized area or over a short period; or

 not permanent, so that after the stimulus (i.e., project activity) is removed, the integrity of the environmental component would be resumed.

“Significant” means an effect that may exhibit one or more of the following characteristics:

 widespread;

 permanent transcendence or contravention of legislation, standards, or environmental guidelines or objectives;

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 permanent reduction in species diversity or population of a species;

 permanent alteration to groundwater flow direction or available groundwater quantity and quality;

 permanent loss of critical/productive habitat;

 permanent loss of important community archaeological/heritage resources; or

 permanent alteration to community characteristics or services, established land use patterns, which is severe and undesirable to the community as a whole.

The above definitions of significance were adopted for use in this assessment because many of the impacts cannot be quantified in absolute terms, although changes and trends can be predicted. The definitions provide guidance and are intended to minimize personal bias. A summary table describing the potential effects, mitigation, residual effects and their significance, and monitoring recommendations for the preferred alternative, is provided in Appendix J. 7.10 Monitoring

Monitoring is important to verify the accuracy of effects predictions. Monitoring measures were recommended to determine which effects actually occurred with project implementation, and may result in the modification of mitigation measures to improve their effectiveness. Identified monitoring measures include:

7.10.1 FISHERIES

A qualified inspector will conduct frequent visits during construction to ensure that the contractor is constructing the project in accordance with the design drawings and that the mitigation measures are being implemented and maintained as specified. Bulkhead barriers, filter cloths on open surface structures, and silt fencing may require removal of sediment and repairs. The inspector must ensure that construction vehicles and chemicals, fuels and other potentially hazardous materials remain in designated areas.

The inspections will include frequent monitoring of watercourses in the vicinity of work areas. Any water quality issues such as elevated turbidity levels are to be addressed immediately with cessation of work until sediment and erosion controls are properly functioning. Fish passage or fish removal to be monitored for all in-water work.

7.10.2 BUTTERNUT

Monitor work areas and adjacent lands and ensure protection of any identified Species at Risk. If a mitigation or compensation plan is required, monitor the success of the plan such as the health of butternut plantings or collection of butternut seeds. Monitoring reports will be submitted to the Ministry of Natural Resources.

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7.10.3 GROUNDWATER

The existing monitoring wells installed within the deep bedrock zones should continue to be monitored during the spring melt. Continuous recording dataloggers, already employed in the field, are recommended to continue to be monitored during the melt period.

A comprehensive water well baseline study should be undertaken for wells located within the immediate vicinity of the subject property. This study should undertaken prior to construction to establish representative baseline conditions for water quality and quantity and should accurately identify the well construction methodology of each well and aquifer system it intercepts.

A blasting program should be set up where bedrock is to be drilled and blasted as part of the construction phase. The blasting program should act to compliment the water well baseline study and should set monitoring limits on ground vibrations to offsite wells.

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8. FINDINGS AND CONCLUSIONS

The main findings, conclusions and recommendations of this Transportation Master Plan report are as follows:

 An alternative of building and modifying roads and transit has been identified as the preferred solution to address the transportation demand for the Cardinal Creek Village Urban Expansion Area.

 A preferred Concept Plan including new collector roads, pathways and potential future transit corridors has been developed.

 Additional vehicular capacity will be provided to the Trim Road corridor through the ongoing Trim Road widening project.

 Capacity issues along the Ottawa Road 174/ County Road 17 corridor are being assessed as part of the ongoing EA study.

 Major Collector Road

 Minor Collector Road ‘A’

 Minor Collector Road ‘B’

 Old Montreal Road/ Frank Kenny Road Intersection Modifications

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 New intersection at Old Montreal Road and Major Collector Road – Traffic signals with auxiliary turning lanes or roundabout.

 New intersection at Old Montreal Road and Minor Collector Road ‘A’ – stop- control or roundabout.

 New intersection at Old Montreal Road and Minor Collector Road ‘B’ – stop- control or roundabout.

 New intersection at Frank Kenny Road and Major Collector Road – stop control

 New intersection at Ottawa Road 174 and Major Collector Road – Traffic signals with auxiliary turning lanes (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study).

 New intersection at Ottawa Road 174 and Commercial Site Access #1 – right-in/ right-out restricted (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study).

 New intersection at Ottawa Road 174 and Commercial Site Access #2 – right-in/ right-out restricted (to be confirmed by the Ottawa Road 174/ County Road 17 EA Study).

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