HERON GATE 7 2816 Sandalwood Drive

Traffic Impact Study (TIS)

Revised October 2016 | MMM File No. 1416012

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EXECUTIVE SUMMARY

A portion of the Heron Gate Community is planned for redevelopment by Timbercreek. The proposed redevelopment (2816 Sandalwood Drive) will replace 80 garden homes with an approximate 436 residential apartment units on the parcel of land located south of and east of Sandalwood Drive, north of the Sandalwood Park and west of Heron Gate Mall. As part of the planning process, MMM Group Limited was retained by Timbercreek to prepare a Transportation Impact Study in accordance with the City of ’s Transportation Impact Assessment Guidelines.

The Traffic Impact Assessment Study is intended to establish the baseline conditions including the existing transportation network adjacent to the study area and undertake a review and analysis of the existing traffic operations at the signalized intersections on Heron and Walkley Roads, the intersections at Sandalwood Drive and Baycrest Drive, as well as the remaining site accesses. In general, during the AM and PM peak hours area intersection operate at LOS A which indicates the existing traffic demands are well accommodated with more than adequate road capacity.

Existing trip patterns and characteristics were also reviewed based on the results of the 2011 Origin – Destination Survey. The survey indicates that the study area reported high transit usage with an approximate 30% of area trips being accommodated by transit. Approximately 5% of area trips are accommodated by walking and cycling.

The redevelopment of the 80 existing garden homes to provide an approximate 436 residential apartments with a small component of complementary retail space is expected to generate additional net new trips of 119 vehicle trips during the AM peak hour and 134 vehicle trips during the PM peak hour. In addition, the existing transit mode shares of 40% for inbound trips and 30% outbound trips during the AM peak period and 24%/30% (inbound/outbound) during the PM peak period are maintained in the future.

The traffic analysis has been undertaken for the 2018 planning horizon and in 2023 which represents five years beyond the opening or occupancy. While the redevelopment is expected to increase traffic to and from the site during the AM and PM peak hour, the area intersections will continue to operate at acceptable LOS and with vehicle delays of approximately 30 seconds or less during the peak hours with the planned site development.

The primary supply of on-site parking will be located below grade located primarily and accessed from the circulation roadway. Existing parking demand for adjacent Heron Gate residential units were reviewed to gain a better understanding of parking usage. A review of the parking usage associated with the adjacent Heron Gate Community indicated that the average existing parking demand ratio is 0.76 spaces per unit. The City of Ottawa Parking By-Law was also reviewed and indicated a residential parking rate of 1.2 spaces per unit for the lands located south of Heron Road, while rate of 0.5 spaces per unit for the lands located north side of Heron Road. Based on the observed parking rates of the adjacent community, a review of the Parking Bylaw, the proposed site context and locational factors including transit usage a residential parking rate of 0.80 spaces per unit is considered adequate. As

Transportation Impact Study | Heron Gate 7 MMM Group Limited | Revised October 2016 | 1416012 iii such, the proposed 436 residential units would require a total of 351 parking spaces (resulting in a parking rate of 0.80 spaces per unit).

October 2016 Update: Revisions to the site plan has resulted in a reduction to the total number of units and parking stalls included within the development (approximately 339 units compared to the original 436 units on-which the TIS is based). The 97 fewer units result in a 20-25% reduction in the site generated vehicle trips. The ITE Trip Generation Manual provides trip making characteristics largely associated with the number of households. A comparison of the impacts of the revised site plan in terms of fewer trips and fewer parking spaces are summarised in Tables 1 and 2 below. Based on reduced number of units proposed in the revised site plan, the detailed calculations associated with the initial site plan have not been updated as the recommendations/impacts identified for the initial site plan will be considered applicable and effectively be more conservative in nature.

Table 1 – Revised Site Plan Additional Net Trips AM Peak Hour PM Peak Hour Total Total INBOUND OUTBOUND INBOUND OUTBOUND (future - existing) Trips Trips Revised Site Plan 94 35 59 104 61 43 Original Site Plan 119 41 77 134 78 56 difference -25 -6 -19 -30 -18 -12 % reduction -21% -14% -24% -23% -23% -22%

It is noted that the change in the number of planned units as it relates to the parking requirements results in a parking supply of 1.01 spaces per unit.

Table 2 – Revised Parking Rates Residences Visitors Total

Rate Spaces Rate Spaces Rate Spaces

Original Site Plan 436 units 0.72/unit 316 0.08/unit 35 0.80/unit 351

Revised Site Plan 339 units 0.98/unit 332 0.035/unit 12 1.01/unit 344

difference -97 units +16 spaces -23 spaces -7 spaces

Additionally, other elements that have changed in the site plan are addressed in this revision to the TIS; notably the inclusion of visitor bicycle parking, car-sharing stalls, and treatments for pedestrian crossings of the internal roadway.

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TABLE OF CONTENTS

1.0 INTRODUCTION ...... 1

2.0 EXISTING CONDITIONS ...... 3

2.1 Transportation Network and Site Access ...... 3

2.2 Area Traffic Volumes ...... 5

2.3 Existing Site Trips and Characteristics ...... 8

2.4 Existing Traffic Operations and Levels of Service ...... 11

3.0 FUTURE CONDITIONS ...... 13

3.1 Background Traffic ...... 13

3.2 Development Plan and Site Access ...... 16 3.2.1 Proposed Site Plan ...... 16 3.2.2 Proposed Site Access ...... 16 3.2.3 Future Trip Generation ...... 16 3.2.4 Trip Assignment ...... 19 3.3 Future Traffic Volumes ...... 22

4.0 TRANSPORTATION ANALYSIS ...... 25

4.1 Future Traffic Operations (2018) ...... 25

4.2 Future Traffic Operations (2023) ...... 25

4.3 Vehicle Queues ...... 26

4.4 Non-Auto Modes of Transportation...... 27 4.4.1 Transit ...... 27 4.4.2 Walking and Cycling ...... 29

4.5 Travel Demand Management ...... 29

4.6 On-Site Circulation and Parking ...... 30

5.0 CONCLUSIONS ...... 34

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APPENDICES

Appendix A – Site Plan

Appendix B – Site Generated Traffic

Appendix C – Signalized Intersection Traffic Analysis (Synchro 8)

Appendix D – Unsignalized Intersection Traffic Analysis (Sidra 6.0)

Appendix E – Collision History

Appendix F – Traffic Impact Study (TIS) Checklist

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Transportation Impact Study for Heron Gate 7

October 2016

MMM GROUP LIMITED

PROJECT TEAM

Ian Borsuk, P. Eng. Don Stephens, P. Eng. Senior Project Engineer Discipline Lead, Transportation Planning Transportation Planning and Atlantic Canada

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1.0 INTRODUCTION

Timbercreek is planning to redevelop a portion of the Heron Gate residential community. The proposed redevelopment (2816 Sandalwood Drive) will replace the existing 80 garden homes with 436 residential apartment units on the parcel of land located south of Heron Road and east of Sandalwood Drive, north of the Sandalwood Park and west of Heron Gate Mall (see Figure 1). The redevelopment will consist of three 6-story buildings (each including a combination of 1, 2 and 3 bedroom units) and a single level of underground parking which will span the entire site. The planned redevelopment will also include an approximate 1,600 sq.ft. of commercial space located at the corner of Heron Road and Sandalwood Drive. The site plan includes provisions for 351 residential parking spaces. As part of the planning process, MMM Group Limited was retained by Timbercreek to prepare a Transportation Impact Study in accordance with the City of Ottawa’s Transportation Impact Assessment Guidelines.

The purpose of this study is to provide an assessment of the existing traffic operations on the area road network, estimate the future traffic generated by the planned redevelopment and identify any potential operational impacts associated with the proposed redevelopment.

The study area is primarily residential uses with commercial shopping use to the east and commercial uses fronting along . As noted, Sandalwood Park is located south of Heron Gate 7 (which references the subject sub parcel), and north of Walkley Road. The City of Ottawa zoning for the subject lands is R5 –Residential 5th Density.

Figure 1 - Proposed Heron Gate 7 Redevelopment Area

Occupancy of the proposed redevelopment is being planned for 2018. Figure 2 provides a detailed site layout of the redevelopment plan and highlights the three proposed building footprints, the internal roadway with right-in/right-out access to/from Heron Road and full access to/from Sandalwood Drive, provisions for surface parking and access arrangements to/from the below grade parking structure. Figure

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3 provides the layout of the single level below grade parking structure which will extend under all three residential buildings.

Figure 2 – Ground Floor Site Plan (1 of 6 levels)

Secondary

Access

Primary Access

Figure 3 – Parking Layout (P1)

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2.0 EXISTING CONDITIONS

2.1 Transportation Network and Site Access

The existing Heron Gate Community is located south of Heron Road, a major four lane arterial roadway providing east-west transportation service. The portion of the community planned for redevelopment is bounded by Heron Road to the north, Walkley Road to the south, a hydro easement to the west, and the Heron Gate commercial centre to the east and is referenced as Heron Gate 7 in Figure 4. Sandalwood Drive, Baycrest Drive, and Cedarwood Drive serve as local roadways to the Heron Gate Community.

Figure 4 - Existing Road Network

Heron Gate 7

Heron Gate

Heron Road through the study area functions with two eastbound and westbound travel lanes with provisions for additional turn lanes/storage at intersections and a posted speed of 50 kph. Between Walkley Road and Sandalwood Drive, Heron Road has a mountable concrete median providing for vehicle access to private driveways located on both sides of the roadway. There are sidewalks on both sides of Heron Road, and while cyclists operate in mixed traffic it is noted that Heron Road is planned to serve as a future Cross Town Bikeway (2013 City of Ottawa Cycling Plan).

Walkley Road exists as a four lane roadway with two eastbound and two westbound travel lanes and a posted speed limit of 50 kph. Additional right and left turn lanes are provided at signalized intersections. Between Baycrest Drive and Heatherington Road, Walkley Road has a mountable concrete median providing for vehicle access to commercial and residential uses located predominately on the south side of the roadway. There are sidewalks on both sides of the street and predominately a paved boulevard between the south sidewalk and the eastbound travel lanes. A paved boulevard is also provided between the westbound travel lanes and north sidewalk east of Baycrest Drive; west of Baycrest Drive, the sidewalk is adjacent the roadway. Cyclists are accommodated in mixed traffic on Walkley Road, however, Walkley Road has been included as part of the City of Ottawa’s Ultimate Cycling Network.

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Figure 5 – Heron Road Looking West approaching Sandalwood Drive

Figure 6 – Walkley Road Looking West with Sandalwood Park in the Bottom Right Foreground

Sandalwood Drive is a two-way roadway providing local access to the Heron Gate Community. The roadway includes provisions for on-street parking along the north/west side of the roadway. Without a posted speed limit, the roadway would have a speed limit of 50 kph. Sidewalks with a boulevard

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separating them from the roadway are provided on both sides of the roadway. Cyclists operate in mixed traffic.

Existing vehicular access to the underground parking for Heron Gate 7 (HG7) is from Sandalwood Drive 50m south of Heron Road. A service laneway providing north-south connection to/from Heron Road is provided at-grade through the site, approximately 75m east of Sandalwood Drive.

Figure 7 – Sandalwood Drive & Existing Access

Heron Road

2.2 Area Traffic Volumes

The most recent data available through the City of Ottawa’s Intersection Traffic Count Program was obtained for the following intersections:

 Heron & Sandalwood (Signal control) June 2004, July 2008, August 2010  Baycrest & Sandalwood (Stop control) May 2011  Walkley & Baycrest (Signal control) June 2006, June 2007, July 2010  Heron & Baycrest (Signal control) August 2010

Each of these traffic counts were undertaken prior to the recent reduction in site occupancy (residents vacated the 80 units in February/March 2016.

A review of the historical traffic counts indicates that the average annual rate of daily traffic growth is approximately 2.5% per year. Peak hour traffic volumes, however have remained relatively constant. A 0.5% annual growth rate in peak hour volumes was identified and applied to the existing peak hour traffic volumes to provide an estimate of the 2016 peak hour traffic volumes representative of existing conditions.

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Figure 8 – Existing 2010 / 2011 AM (PM) Peak Hour Traffic Volumes

2010 2010

2011

2010

AM (PM) Peak Hour Volume Existing Observed Volumes 2010 & 2011

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Figure 9 – Base year 2016 AM (PM) Peak Hour Traffic Volumes

AM (PM) Peak Hour Volume Volumes do not consider reduced site occupancy by 2016

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2.3 Existing Site Trips and Characteristics

The existing traffic volumes generated by the site have been estimated based on the ITE Trip Generation Manual 9th Edition for Land Use 221: low-rise apartments. The Trip Generation Manual defines this land use as: “low rise apartments are units located in rental buildings that have 1 - 2 levels, such as garden apartments.” It is worth noting that the trip rates published by ITE are based on a wide range of vehicle trip generation studies, largely in the United States and some in Canada. The ITE Studies report good coverage of the various land use categories (more than 162 land categories and 4,800 studies) and consequently the vehicle trip rates are considered reliable and a valuable resource for planning agencies, planners and transportation professionals. The total estimated existing site generated vehicle trips for the 80 garden homes were identified as approximately 8 trips inbound and 29 trips outbound per hour during the AM peak and 30 trips inbound and 16 trips outbound during the PM peak hour. Travel for residential land uses are highly directional with more outbound trips in the AM peak and more inbound trips in the PM peak.

Table 3 – Existing Trip Generation based on ITE Vehicle Trip Rates (Vehicle Trips per Hour) LU 221 – Low Rise Apartments AM Peak Hour PM Peak Hour Trip Rate (trips per hour) 0.46 trips per unit 0.58 trips per unit Inbound / Outbound 21% / 79% 65% / 35% Total Vehicle Trips 8 inbound / 29 outbound 30 inbound / 16 outbound Source: ITE Trip Generation Manual 9th ed.

The underling travel behaviour in terms of the use of sustainable modes of transportation (transit, walking, cycling) implied in the ITE vehicle trips rates can be considerably different from what we experience in Canada and in particular the Ottawa Region. In addition, a bias toward suburban locations in many of the ITE studies means that an adjustment to the ITE rates are required to reflect local conditions and the higher shares of transit and non-motorized travel. Common local practice is to convert the ITE vehicle trips to person trips and then apply the local travel behaviour for various mode use and trip patterns. The conversion of the ITE vehicle trips to person trips includes an adjustment for transit and non-motorized travel (5% of trips) as well as an average auto occupancy factor of 1.2 persons per vehicle.

Table 4 – Existing Person Trip Generation from ITE Vehicle Trips (Person Trips per Hour) AM Peak Hour PM Peak Hour Total Vehicle Trips (ITE unadjusted) 8 inbound / 29 outbound 30 inbound / 16 outbound Total Person Trips 10 inbound / 36 outbound 38 inbound / 20 outbound Source: ITE Trip Generation Manual 9th ed.

Mode shares for site-generated trips reflective of local conditions were identified based on a review of reported travel behaviour for the Heron Gate Community. The comprehensive TRANS 2011 National Capital Region Travel Survey (origin-destination survey) documents a number of trip characteristics and mode use patterns. The Heron Gate Community and study area benefits from a strong use of non- motorized modes as well as public transit. Travel behaviour for trips to and from the community as well as the adjacent study area served as the basis for developing realistic mode shares. As a point of reference,

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the 2011 Travel Survey recorded the following mode shares for travel to and from the study area and the broader Alta Vista District as defined by TRANS:

Table 5 – Existing Mode Shares from 2011 OD Survey – Alta Vista District AM Peak Period PM Peak Period Inbound Outbound Inbound Outbound Auto driver 62% 50% 57% 64% Passenger 12% 12% 15% 13% Transit 17% 30% 23% 17% Bicycle 2% 3% 2% 1% Walk 1% 1% 1% 1% Other 7% 4% 1% 4% Non-Motorized 3% 4% 3% 2% Auto Occupancy 1.19 1.24 1.26 1.21 Source: TRANS 2011 National Capital Region Travel Survey for Alta Vista District which includes Heron Gate.

Figure 10 –Alta Vista District in Context with Ottawa-Gatineau Region

Table 6 – Existing Mode Shares from 2011 OD Survey – TAZ 1572 AM Peak Period PM Peak Period Inbound Outbound Inbound Outbound Auto driver 29% 45% 54% 41% Passenger 18% 16% 17% 22% Transit 46% 30% 24% 31% Bicycle 5% 2% 1% 1% Walk 1% 7% 4% 5% Other 6% 9% 5% 6% Non-Motorized 7% 8% 5% 6% Auto Occupancy 1.61 1.36 1.32 1.54 Source: TRANS 2011 National Capital Region Travel Survey for TAZ 1572 which includes Heron Gate.

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Figure 11 – Traffic Area Zones showing “TAZ 1572” which includes Heron Gate

As noted previously, for residential trips the peak direction in the morning is in the outbound direction while in the afternoon the peak direction is inbound to the site. High transit shares (30% of outbound trips in the AM Peak Period) were reported for both the broader Alta Vista District as well as the more specific traffic zone (TAZ 1572) in which the study area is located. While transit shares are somewhat lower in the PM peak when compared with the AM peak, transit shares of 23% and 24% for inbound trips during the PM peak period represent high levels of transit use. The following mode shares and vehicle occupancy rates have been incorporated into the analysis of existing conditions to establish the number of person trips inbound and outbound from the site.

Table 7 –Existing Mode Shares for Heron Gate

Mode Share and AM Peak Period PM Peak Period Auto Occupancy Inbound Outbound Inbound Outbound

Transit 40% 30% 24% 30%

Non-Motorized 5% 5% 5% 5%

Auto Occupancy 1.5 1.3 1.3 1.5 (persons / vehicle)

Developments which include a mix of land uses, allow for a portion of the site generated trips to remain internal within the development minimizing the site generated vehicle trips that would need to be accommodated by the adjacent transportation network. As the existing land use is solely residential, the mixed-use internalization is not considered significant. The following table highlights the total person trips generated by the existing 80 garden homes and the breakdown of travel by mode in the AM and PM peak hours.

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Table 8 – Existing Peak Hour Site Generated Trips

Existing Site AM Peak Hour PM Peak Hour Generated Trips Inbound Outbound Inbound Outbound

Vehicle Trips 4 18 21 9

Auto Passengers 2 5 6 4

Transit Trips 4 11 9 6

Non-Motorized 0 2 2 1

Total Person Trips 10 36 38 20

2.4 Existing Traffic Operations and Levels of Service

Intersection operations were analyzed using Synchro 8 at the signalized intersections of Heron Road with Sandalwood Drive, and Walkley Road with Baycrest Drive. The unsignalized intersection at Sandalwood Drive and Baycrest Drive as well as the two development accesses were assessed using Sidra 6.0. The intersection level of service (LOS) and delay for specific traffic movements are based upon the existing 2016 traffic volume estimates. Level of Service (LOS) – The LOS is determined by the degree of saturation (V/C) of each approach movement. Based on the City of Ottawa Traffic Impact Assessment Guidelines (2006), there are six levels of service reported (from A to F) as described in Table 9.

Table 9: Definition of Unsignalized Intersection Level of Service

LOS Volume to Capacity 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

A review of the individual traffic movements indicates east-west traffic on Heron Road and on Walkley Road operates at a LOS A for both the AM and PM peak hours. The north-south movements on Sandalwood Drive and Baycrest Drive are also operating at LOS A. Each of the site accesses operate with LOS A during the AM and PM peaks. The existing intersection capacity and delay are summarized for each movement in Table 10.

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Table 10: Existing Intersection Operations (2016) Intersection AM Peak PM Peak v/c Avg. Delay LOS v/c Avg. Delay LOS (sec) (sec) Heron Rd. @ Sandalwood Dr. EB 0.23 3.0 A 0.40 0.9 A (signal control – 90 sec cycle) WB 0.32 3.4 A 0.36 3.7 A NB 0.16 27.1 A 0.20 25.7 A SB 0.19 21.4 A 0.24 27.4 A Walkley Rd. @ Baycrest Dr. EB 0.23 4.5 A 0.30 5.7 A (signal control – 90 sec cycle) WB 0.25 4.4 A 0.44 6.5 A NB 0.36 28.6 A 0.21 28.2 A SB 0.23 30.8 A 0.58 32.5 A Sandalwood Dr. @ Baycrest Dr. WB 0.12 2.9 A 0.20 2.3 A (WB stop) NB 0.11 0.0 A 0.08 0.0 A SB 0.08 0.8 A 0.11 0.7 A Access 1 @ Sandalwood Dr. WB 0.02 0.3 A 0.01 0.5 A (Parking Garage Driveway) NB 0.02 0.0 A 0.04 0.0 A SB 0.03 0.2 A 0.05 0.3 A Access 2 @ Heron Rd. EB 0.18 0.0 A 0.31 0.0 A (Service driveway) NB 0.00 1.9 A 0.00 3.8 A Note: V/C ratio is not calculated for unsignalized intersections; degree of saturation is reported (where 1 represents fully saturated) LOS based on V/C ratio / Degree of saturation as defined by City of Ottawa TIA Guidelines

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3.0 FUTURE CONDITIONS

The analysis of future traffic conditions is carried out based on future estimates of traffic volumes and maintaining the current roadway/intersection geometry for the development horizon. The analysis of signalized intersection operations uses optimized signal timings that better balance vehicle delays and V/C ratios for competing critical movements. While the existing conditions include two site accesses, the existing access onto Heron Road typically has not been incorporated into the analysis as it serves as a service driveway. In the future, a Right-in/Right out access is to be provided on Heron Road. The analysis has been carried out for two future timeframes: the year of construction completion (2018) and 5-years after construction (2023).

3.1 Background Traffic

As described in Section 2.2, an annual growth rate in peak hour traffic volumes of 0.5% was identified based on a review of historical traffic counts. The following figure presents the historical growth in AM and PM peak hour traffic and AADT at the intersection of Heron Road with Sandalwood Drive.

Figure 12 – Historical Traffic Growth (Peak Hour and AADT ) at Intersection of Heron Road and Sandalwood Drive

2,500 25,000 AM PK HR PM PK HR Heron & Sandalwood AADT

2,250 22,500

2,000 20,000

Vehicles per Day per Vehicles Vehicles per Hour per Vehicles

1,750 17,500

1,500 15,000 2003 2004 2005 2006 2007 2008 2009 2010 2011 Year

The traffic growth rate has been applied to the 2016 traffic volumes to identify the future background traffic without the redevelopment. The 2018 and 2023 baseline conditions (background traffic) are shown in Figure 13 and Figure 14 respectively. The background traffic operations without the Heron Gate 7 redevelopment were analyzed for 2018 and 2023. The analysis was carried out with Synchro 8 for the signalized intersections on Heron Road and Walkley Road, and with Sidra 6.0 for unsignalized intersections at the site accesses and at the intersection of Sandalwood Drive and Baycrest Drive. The results are presented in Table 11 and Table 12 and show that all intersections are expected to operate at an acceptable Level of Service (LOS) in the future.

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Figure 13 – Future 2018 AM (PM) Background Traffic Volumes

Table 11: Future Background Traffic Intersection Operations (2018) Intersection AM Peak PM Peak v/c delay LOS v/c delay LOS Heron Rd. @ Sandalwood Dr. EB 0.23 3.1 A 0.40 0.9 A (signal control) WB 0.32 3.4 A 0.37 3.7 A NB 0.16 27.1 A 0.20 25.8 A SB 0.19 21.4 A 0.24 27.4 A Walkley Rd. @ Baycrest Dr. EB 0.23 4.5 A 0.31 5.7 A (signal control) WB 0.26 4.4 A 0.44 6.5 A NB 0.36 28.6 A 0.21 28.2 A SB 0.47 30.8 A 0.58 32.5 A Sandalwood Dr. @ Baycrest Dr. WB 0.12 2.9 A 0.20 2.3 A (WB stop) NB 0.11 0.0 A 0.08 0.0 A SB 0.08 0.8 A 0.11 0.7 A Access 1 @ Sandalwood Dr. WB 0.02 0.3 A 0.01 0.5 A (Parking Garage Driveway) NB 0.02 0.0 A 0.04 0.0 A SB 0.03 0.2 A 0.05 0.3 A Access 2 @ Heron Rd. EB 0.18 0.0 A 0.31 0.0 A (Service driveway) NB 0.00 1.9 A 0.00 3.8 A Note: V/C ratio is not calculated for unsignalized intersections; degree of saturation is reported instead LOS based on V/C ratio or Degree of saturation as defined by City of Ottawa TIA Guidelines

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Figure 14 – Future 2021 AM (PM) Background Traffic Volumes

Table 12: Future Background Traffic Intersection Operations (2023) Intersection AM Peak PM Peak v/c delay LOS v/c delay LOS Heron Rd. @ Sandalwood Dr. EB 0.24 3.1 A 0.41 1.0 A (signal control) WB 0.33 3.5 A 0.37 3.7 A NB 0.16 27.1 A 0.20 25.8 A SB 0.20 20.8 A 0.24 27.4 A Walkley Rd. @ Baycrest Dr. EB 0.24 4.5 A 0.31 5.7 A (signal control) WB 0.26 4.4 A 0.45 6.6 A NB 0.36 28.6 A 0.21 28.3 A SB 0.47 30.0 A 0.58 31.8 A Sandalwood Dr. @ Baycrest Dr. WB 0.13 3.1 A 0.21 2.3 A (WB stop) NB 0.12 0.0 A 0.08 0.0 A SB 0.08 0.8 A 0.11 0.7 A Access 1 @ Sandalwood Dr. WB 0.02 0.3 A 0.01 0.5 A (Parking Garage Driveway) NB 0.02 0.0 A 0.04 0.0 A SB 0.03 0.2 A 0.05 0.3 A Access 2 @ Heron Rd. EB 0.19 0.0 A 0.32 0.0 A (Service driveway) NB 0.00 2.0 A 0.00 3.9 A Note: V/C ratio is not calculated for unsignalized intersections; degree of saturation is reported instead LOS based on V/C ratio or Degree of saturation as defined by City of Ottawa TIA Guidelines

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3.2 Development Plan and Site Access 3.2.1 Proposed Site Plan

The redevelopment includes the demolition of the existing 80 garden homes and construction of three six- story residential apartment buildings providing a total of 339 rental apartment units. The trip generation analysis presented below is based on an initial site plan which included 436 units* including 36 ground floor units. In addition there is approximately 1,600 square feet of leasable commercial space, 6,800 square feet of indoor amenity areas and 21,200 square feet of outdoor amenity areas which has been retained in the revised site plan.

There is a single level of underground parking which is distributed under all three apartment buildings as well as some surface parking spaces providing a total of 344 on-site parking spaces (includes 12 visitor spaces as well as 5 spaces for car-sharing).

The site plan concept is shown in Figure 2 with the primary and secondary accesses identified. The site redevelopment is intended to be built in a single phase with construction complete by 2018.

*Note that much of the quantitative analysis of site plan has not been updated to reflect the fewer number of planned units noted for the revised site plan. As such the impacts are considered to be less than that presented and therefore the report recommendations should be considered conservative.

3.2.2 Proposed Site Access

The site has two accesses; one is located on Sandalwood Drive providing connections to the underground parking facility as well as the internal road, and another on Heron Road connecting to the internal road. The access on Heron Road will be accommodated with a “Right-in/Right-out” configuration allowing for inbound access from Heron Road eastbound and outbound to Heron Road eastbound. Should there be concerns with vehicles making left turns into or out of the site, it is recommended that a full height median be explored by the City along a portion of Heron Road.

3.2.3 Future Trip Generation

The future site trips were estimated based on the trip rates identified in the ITE Trip Generation Manual 9th Edition for the following land uses:

Land Use 223: Mid Rise Apartment Units in rental buildings that have 3 - 10 levels.  AM PK = 0.30 trips / unit: 31% in / 69% out  PM PK = 0.39 trips / unit: 58% in / 42% out

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Land Use 224: Rental Townhome Townhouse developments with rented rather than owned units and a minimum of two attached units per building structure; units are not stacked on top one another.  AM PK = 0.70 trips / unit: 33% in / 67% out  PM PK = 0.72 trips / unit: 51% in / 49% out

Land Use 851: Convenience Market (24h) Markets that are open 24 hours per day and sell convenience foods, newspapers, magazines and often beer and wine; they do not have gasoline pumps.  AM PK = 67.03 trips / 1000sqft: 50% in / 50% out  PM PK = 52.41 trips / 1000sqft: 51% in / 49% out

The land use that most closely resembles the proposed development (6 floors of residential apartments) is the mid-rise apartment (Land Use 223). It is noted however, that the ground level units may be more similar to the rental townhome, with more than one level per unit and potential street access. The rental townhome (Land Use 224) also has higher trips rates and adopting this land use for the 36 ground floor units results in a more conservative analysis with respect to vehicle impacts.

Table 13 - Future Site Trips using ITE Rates (Vehicle Trips per Hour)

Development Plan Site Generated Traffic

Land Use Category Size AM Peak Hour PM Peak Hour

LU 223: Mid Rise Apartment 400 units 37 trips in / 83 trips out 90 trips in / 66 trips out

LU 224: Rental Townhome 36 units 8 trips in / 17 trips out 13 trips in / 13 trips out

LU 851: Convenience Market (24h) 1,573 sqft 53 trips in / 53 trips out 42 trips in / 40 trips out

Total Trips 98 inbound trips 145 inbound trips 153 outbound trips 119 outbound trips Source: ITE Trip Generation Manual 9th ed.

The total future trips for the proposed site estimated using the ITE rates are 251 trips during the AM peak hour (both inbound and outbound) and 264 trips during the PM peak hour. The estimated site generated vehicle trips were adjusted as was carried out for the existing conditions by determining the total site- generated person trips and then applying mode shares reflective of local conditions. The following table highlights the total site-generated person trips during the AM and PM peak hours inbound and outbound to/from the development.

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Table 14 – Existing Person Trip Generation from ITE Vehicle Trips (Person Trips per Hour)

AM Peak Hour PM Peak Hour

Inbound Outbound Inbound Outbound

Total Vehicle Trips (ITE unadjusted) 98 153 145 119

Total Person Trips 123 191 181 149

The existing mode shares to/from the site were reviewed and future transit shares of 40% and 30% for inbound and outbound trips during the AM peak period were established, respectively. Transit shares are slightly lower in the PM peak with inbound and outbound transit shares of 24% and 30%. The City of Ottawa’s Transportation Master Plan identifies 2031 transit share targets for the “Inner Suburbs” (includes the study area) of 21% and 28% for inbound and outbound trips during the AM peak period. The transit share targets have already been achieved within the study area, likely due to the lower income levels and close proximity to frequent transit service. The analysis of future traffic impacts assumes that existing mode shares are maintained in the future. In reality, the shares of transit walking and bicycling may increase however the intention is to provide a conservative estimate regarding the impacts of the redevelopment plan by adopting higher transit and active transportation would minimize impacts to the road network. Table 15 presents the breakdown of site generated trips for the proposed development in the AM and PM peak hours.

Table 15 - Future Person Trip Generation from ITE Vehicle Trips (Person Trips per Hour)

AM Peak Hour PM Peak Hour

Inbound Outbound Inbound Outbound

Vehicle Trips 45 96 99 64

Auto Passengers 22 29 30 32

Transit Trips 49 57 44 45

Non-Motorized Trips 6 10 9 7

Total Person Trips 123 191 181 149

As the site is primarily residential, pass-by trips and linked trips are minimal and as such are not considered further. While it is likely that there would be some trip internalization due to the convenience market located within the redevelopment (i.e. some of the identified site generated trips may be between the new residential units and the commercial land use without impacting the adjacent road network) no reduction in site generated travel was applied. The following table presents the existing and future site generated vehicle trips and identifies the additional vehicle trips to be accommodated by the adjacent road network.

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Table 16 - Peak Hour Site Generated Vehicle Trips

AM Peak Hour PM Peak Hour

Inbound Outbound Total Inbound Outbound Total Existing 4 18 22 21 9 29

Proposed 45 96 141 99 64 163

Net +41 +78 +119 +78 +55 +134

3.2.4 Trip Assignment

The trip assignment has been based on the proximity of the proposed redevelopment and Heron Road with 70% of the vehicle trips originate from and are destined to Heron Road while the remaining 30% using Walkley Road. Heron Road is a major east-west arterial connecting to Walkley Road in the east (with connections to Highway 417) and to in the West (with connections to Highway 416). The site is directly adjacent Heron Road and would accommodate a larger proportion of site generated trips than Walkley Road which terminates at (Rideau River) in the west. Of the vehicles assigned to Heron Road (70% of site generated trips), trips would be evenly distributed eastbound and westbound. For trips assigned to Walkley Road (30% of site generated trips) the majority would be travelling to and from the west (20% of site generated trips) since access to/from the east would be more inclined to use Heron Road. Approximately 10% of site generated trips are assigned to Walkley Road east of Baycrest Drive.

The site is expected to generate approximately 100 additional vehicle trips during each of the AM and PM peak hours (50in/50out). The trip assignment has been carried out with preference to make use of the arterial road network. For example, trips destined/ originating to/from the north would typically use Heron Road to access or St. Laurent Boulevard. The use of the adjacent collector roads which tend to be more circuitous and slower (Briar Hill Road / Featherston Drive) would be used for more local destinations such as accessing area schools/recreational /institutional uses. Area monitoring programs carried out by the City to ensure area roadways continue to serve the broader community needs and not attract regional traffic onto local roadways, appropriately identifies opportunities for traffic calming measures such as ensuring appropriate driver behaviour and operating speeds, particularly within designated school zones. A review of the broader collector and local roadway connectivity do not indicate strong desire lines for neighborhood short-cutting.

In order to identify the traffic impacts related to the redevelopment, the existing site traffic is removed from the road network, and the new site generated traffic is added. It is noted that all (100%) of the existing site generated vehicle trips use the underground parking garage and access the road network via Sandalwood Drive. The secondary access on Heron Road is used for service vehicles such as garbage trucks and does not typically accommodate site generated traffic.

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Figure 15 highlights the distribution of existing site generated trips to be removed from the road network prior to adding the traffic generated from the new residential and commercial development.

Figure 15 – Future AM (PM) Peak Hour Trip Distributions (Existing Access via Sandalwood Drive)

The assignment of future site generated trips was undertaken with the same trip distribution as in the existing conditions (i.e. 70% Heron Road, 30% Walkley Road) however the assignment also considers that there will be two site accesses where trips enter/exit the road network. A secondary access on Heron Road will be provided with a right-in right-out layout. Inbound vehicles on eastbound Heron Road would likely access the development via the secondary access, as well as outbound vehicles to eastbound Heron Road. Approximately 25% of inbound trips and 75% of outbound trips on the Heron Road eastbound were assigned to the secondary access while the remainder would use the primary access on Sandalwood Drive. Figure 17 highlights the total site trips for the proposed redevelopment.

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Figure 16 – Future AM (PM) Peak Hour Trip Distributions (Proposed Access via Sandalwood Dr & Heron Rd)

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Figure 17 – Total Future AM (PM) Peak Hour Site Trips

AM (PM) Peak Hour Volume Site Generated Vehicle Trips

3.3 Future Traffic Volumes

The 2018 horizon year reflects a slight increase in background traffic and represents the year of construction completion. The 2023 horizon year represents a period 5 years following the redevelopment of the site. The traffic volumes for 2018 and 2023 including the site generated traffic due to the Heron Gate 7 redevelopment are presented in Figure 18 and Figure 19, respectively.

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Figure 18 – Future 2018 AM (PM) Traffic with Heron Gate 7 redevelopment

AM (PM) Peak Hour Volume 2018 Horizon Year

Note: Volumes rounded to nearest 5

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Figure 19 – Future 2023 AM (PM) Traffic with Heron Gate 7 redevelopment

AM (PM) Peak Hour Volume 2023 Horizon Year

Note: Volumes rounded to nearest 5

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4.0 TRANSPORTATION ANALYSIS

4.1 Future Traffic Operations (2018)

The traffic operations in the study area were analysed using Synchro 8 for signalized intersections and Sidra 6.0 for unsignalized intersections. The results are summarized in Table 17 based on the Synchro and Sidra intersection reports in accordance with the City of Ottawa’s Transportation Impact Assessment Guidelines.

Table 17 – Future 2016 Intersection Operations Intersection AM Peak PM Peak v/c delay LOS v/c delay LOS Heron Rd. @ Sandalwood Dr. EB 0.24 3.2 A 0.41 0.9 A (signal control) WB 0.32 3.6 A 0.37 3.9 A NB 0.27 32.2 A 0.28 29.4 A SB 0.22 20.4 A 0.21 26.3 A Walkley Rd. @ Baycrest Dr. EB 0.25 5.3 A 0.31 5.9 A (signal control) WB 0.28 5.1 A 0.45 6.7 A NB 0.35 27.6 A 0.21 27.9 A SB 0.50 29.2 A 0.59 31.6 A Sandalwood Dr. @ Baycrest Dr. WB 0.16 3.5 A 0.23 2.7 A (WB stop) NB 0.12 0.0 A 0.10 0.0 A SB 0.08 0.9 A 0.11 0.8 A Access 1 @ Sandalwood Dr. WB 0.07 0.7 A 0.05 0.9 A (WB stop) NB 0.03 0.0 A 0.05 0.0 A SB 0.04 0.2 A 0.07 0.4 A Access 2 @ Heron Rd. EB 0.19 0.0 A 0.32 0.0 A (Right-in Right-out) NB 0.03 2.2 A 0.03 4.0 A Note: V/C ratio is not calculated for unsignalized intersections; degree of saturation is reported (where 1 represents fully saturated) LOS based on V/C ratio / Degree of saturation as defined by City of Ottawa TIA Guidelines

As shown, site accesses and signalized intersections are expected to operate at a good level of service in 2018 during both the AM and PM peak hours.

4.2 Future Traffic Operations (2023)

The 2023 horizon year reflects the traffic conditions 5 years after the proposed redevelopment. The results are summarized in Table 18.

Table 18 – Future 2021 Intersection Operations Intersection AM Peak PM Peak v/c delay LOS v/c delay LOS Heron Rd. @ Sandalwood Dr. EB 0.24 3.2 A 0.42 0.9 A (signal control) WB 0.33 3.6 A 0.38 4.0 A NB 0.27 32.2 A 0.28 29.5 A SB 0.23 19.7 A 0.21 26.3 A

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Intersection AM Peak PM Peak v/c delay LOS v/c delay LOS Walkley Rd. @ Baycrest Dr. EB 0.26 5.3 A 0.31 5.9 A (signal control) WB 0.29 5.2 A 0.46 6.8 A NB 0.35 27.7 A 0.21 28.0 A SB 0.50 28.7 A 0.59 31.0 A Sandalwood Dr. @ Baycrest Dr. WB 0.17 3.7 A 0.23 2.8 A (WB stop) NB 0.13 0.0 A 0.10 0.0 A SB 0.08 0.9 A 0.11 0.8 A Access 1 @ Sandalwood Dr. WB 0.07 0.7 A 0.05 0.9 A (WB stop) NB 0.03 0.0 A 0.05 0.0 A SB 0.04 0.2 A 0.07 0.4 A Access 2 @ Heron Rd. EB 0.19 0.0 A 0.33 0.0 A (Right-in Right-out) NB 0.03 2.3 A 0.03 4.2 A Note: V/C ratio is not calculated for unsignalized intersections; degree of saturation is reported (where 1 represents fully saturated) LOS based on V/C ratio / Degree of saturation as defined by City of Ottawa TIA Guidelines

As previously noted, the background traffic growth along Heron Road, Walkley Road and Sandalwood Drive are not expected to exceed the capacity of the intersection by 2023. The additional traffic generated by the proposed site redevelopment adds additional vehicular traffic during the AM and PM peak hours; however the intersections continue to operate with LOS A. While there are impacts to traffic operations, the intersection operates at an acceptable LOS and with vehicle delays of approximately 30 seconds or less during the peak hours with the planned site development.

The two site accesses continue to operate with LOS A in 2023 with the additional site generated traffic. While the change in land use will result in additional inbound and outbound vehicles in the peak hours, vehicle delays are less than 5 seconds.

4.3 Vehicle Queues

An assessment of the vehicle queues at the intersections was carried out to determine if there is adequate storage for turning vehicles and potential impacts of vehicles spilling back to upstream intersections. The analysis reports out the 95th percentile queue (i.e. 95 percent of the time the queue is less than the value reported) in order to assess if vehicle queues are likely to impact upstream intersections. Table 19 presents the reported queues with the future 2018 and 2023 vehicle volumes.

Table 19 – 95th Percentile Vehicle Queues (meters) Intersection Turn Storage / Distance AM Peak PM Peak to upstream 2018 2023 2018 2023 intersection (m) Heron Rd. @ Sandalwood Dr. EBL 60 3.3 3.3 M1.1 M1.0 (signal control) EBTR 290 22.8 23.2 5.4 5.5 WBL 50 4.1 4.1 7.7 7.8 WBTR 335 32.8 33.8 39.0 40.5 NBL 30 17.5 17.5 M15.6 M15.5 NBTR 140 10.6 10.5 M10.2 M10.1 SBLT 75 10.3 10.3 15.7 15.7 SBR 50 10.2 10.5 9.0 9.0

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Intersection Turn Storage / Distance AM Peak PM Peak to upstream 2018 2023 2018 2023 intersection (m) Walkley Rd. @ Baycrest Dr. EBL 55 6.6 6.6 9.3 9.5 (signal control) EBTR 235 31.1 32.1 39.2 40.1 WBL 45 3.2 3.2 4.8 4.8 WBTR 370 32.4 33.5 61.7 64.1 NBLTR 60 22.2 22.2 15.2 15.2 SBL 30 33.8* 33.8* 38.1* 38.1* SBTR 105 13.2 13.7 17.1 17.4 Sandalwood Dr. @ Baycrest Dr. WB 45 5.4 5.7 8.4 8.7 (WB stop) NB 50 0.0 0.0 0.0 0.0 SB 55 3.4 3.4 4.8 4.9 Access 1 @ Sandalwood Dr. WB ON-SITE 2.4 2.4 1.6 1.6 (WB stop) NB 90 0.0 0.0 0.0 0.0 SB 45 1.4 1.5 2.4 2.4 Access 2 @ Heron Rd. EB 70 0.0 0.0 0.0 0.0 (Right-in Right-out) NB ON-SITE 1.1 1.1 0.8 0.8 * 95th percentile queue exceeds storage M = vehicles are metered by upstream intersection

The analysis indicates that the vehicle queues can be adequately accommodated at almost all of the signalized and unsignalized intersections. The exception is the southbound left turn from Baycrest Drive to Walkley Road where vehicle queues extend beyond the 30m left turn storage lane and into the 10m long taper (vehicle queues of 34m in the AM peak hour and 38m in the PM peak hour).

On-site queues for vehicles exiting the site is less than 5m in the peak hours (approximately 1 car) therefore vehicle queues are not anticipated to impact on-site circulation.

A proposed throat length of 30m is planned between the existing curb on Heron Road and the proposed loading bays for Buildings A & B (which extend into building envelope). However, it is noted that the future road widening results in an approximate 18m throat distance (i.e. to the loading bay entrance). The 18m throat length is not anticipated to result in any queuing issues as the loading bays extend into the building envelope. Impacts to vehicle circulation will be limited as the loading bay use is expected to be infrequent when residents are moving in/out or for building servicing (garbage removal) during off peak time periods.

4.4 Non-Auto Modes of Transportation 4.4.1 Transit

The study area is served by frequent transit services with three primary transit routes operating along Heron Road, Walkley Road, and Baycrest Drive.

 Route 112 operates between Billings Bridge Transitway Station and the Heron Gate Mall offering service in both directions throughout the day with some trips being extended to the Elmvale Mall. The route travels primarily on Walkley Road and Heron Road and travels through the Heron Gate

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Community along Baycrest Drive. The route operates with 15-20 minute headways during the peak periods and 10-15 minute headways during the midday. Peak service frequency is less than midday since route 41 also serves the area during the peaks (peak direction).

 Route 41 provides peak direction transit service from Heron Gate Mall to Hurdman Station during the AM peak period with 9 trips between 6:00 AM to 8:30 AM. The bus route serves the residential area north of Heron Road (east of Jefferson Street) and travels through the Heron Gate Community along Baycrest Drive between Heron Road and Walkley Road before continuing west on Walkley to access the Transitway at Walkley Station. In the PM peak period, the route operates in the reverse direction with 7 outbound trips departing Hurdman Station between 3:30 PM and 6:30 PM.

 Route 8 provides two-way transit services between Billings Bridge Transitway Station and Gatineau’s Downtown core area. The route operates on the Transitway between Billings Bridge and Walkley Station, Walkley Road between the Transitway and , through residential areas on Heatherington Road and Baycrest Drive. The route also operates on Heron Road and between Heron Road and Hurdman Station and serves both downtown Ottawa and Gatineau using the Chaudière Bridge. The route serves the Heron Gate community on Baycrest Drive and operates with 10 – 15 minute headways throughout the day in both directions.

Figure 20 – Existing Transit Routes Serving the Proposed Development

The growth in person trips has been based on the existing mode shares for non-auto travel as the site will continue to be primarily residential uses and serve a similar demographic of the population. The existing high shares of transit (40% and 30% for inbound and outbound trips during the AM peak period) exceed the City’s TMP Transit Target Mode Share for “inner suburbs” of 21% and 28% for inbound and outbound trips in 2031.

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The future growth in person trips attributed to the proposed redevelopment are identified in Table 15 for transit, cycling and walking trips during the AM and PM peak hours. The approximate 40 to 50 transit passengers to/from the site would be distributed across the three existing transit routes that serve the area which have a combined service frequency of approximately 12 trips / hr in the peak hours. The growth in transit passengers represents an approximate 5-10% increase in transit usage on the existing transit services. OC Transpo currently monitors ridership across its transit routes and makes adjustments service frequency to accommodate growth in transit usage.

4.4.2 Walking and Cycling

The transportation assessment has been based on an approximate 5% mode share for active transportation (walking and bicycling) for the proposed redevelopment which is slightly less than has been observed during the AM and PM peak hours (TAZ 1572).

The site plan has provisions for sidewalks on both sides of the local roadways and these are connected to the adjacent network of sidewalks, pathways and pedestrian linkages. It is noted that the Ottawa Cycle Plan identifies Heron Road as part of the Ultimate Cross-town Bikeway. Details of the cycling facility (Cycle Track / Multi Use Pathway) will be confirmed through discussions with City Staff.

Where sidewalks and pathways cross the local circulation roadways, textured pavement can provide strong driver cues that the roadway space is to be shared among all roadway users including pedestrians.

 Pedestrian Crossings should be in a different paver material/colour, there is potential for implementing raised crossings to reinforce that pedestrians have priority.

 Tactile Walking Surface Indicator (TWSI) should also be included at all locations where pedestrians approach a road crossing.

The retail store at the northwest corner of the site adjacent the intersection of Heron Road with Sandalwood Drive includes a plaza area for pedestrians and would also include bicycle racks. A total of 170 bicycle parking spaces have been proposed in the revised Site Plan (October 2016):

 The revised site plan includes 132 bicycle parking spaces in the underground parking structure with an additional 38 at grade parking spaces have been provided, 12 outdoor and 26 indoor that can be accessed by visitors of the retail or residential development.

4.5 Travel Demand Management

To encourage sustainable modes and reduce car ownership levels, provisions for five designated car- sharing spaces have been included in the site plan (2 at-grade and 3 within the below-grade parking garage).

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4.6 On-Site Circulation and Parking

The site plan includes an internal roadway that extends from Sandalwood Drive to Heron Road. Access to the below-grade parking facility (for all three apartment buildings) us via the internal roadway on the west side of the site. Drop off areas (for 1 – 2 cars) have been provided in front of each building. As well, the site plan includes surface parking for approximately 12 vehicles. There are 3 locations where the pedestrian pathways cross the internal road. Each building is provided with a loading bay to accommodate deliveries, garbage pickup, and residents moving in/out.

Figure 21 – Internal Roadway and Access to Below Grade Parking

Heron Rd Heron

Sandalwood Dr 1 2 3

P

According to the City of Ottawa Zoning By-Law 2008-250 Schedule 1A – Areas for Minimum Parking Space Requirements, the study area is located in Area C (Suburban). It should be noted that Area B (Outer Urban / Inner Suburban) is located on the north side of Heron Road across the street from the Heron Gate Community. Parking requirements for Area’s B and C differ considerably as presented in Table 20.

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Table 20 – Proposed Parking Supply and Requirements according to City of Ottawa By-Laws Required Required By-Law for Area C By-Law for Area B (Suburban) (Outer Urban / Inner Suburban) Rate Spaces Rate Spaces

Residential 339 units 1.20 / unit 407 0.50 / unit 170

First 12 units = 0.0 / unit Visitor 339 units 0.20 / unit 68 Next 300 units = 0.2 / unit 60 Remaining units = 0.0 / unit

Retail 146 m2 3.4 / 100 m2 5 No parking for first 150 m2 0

Total 480 230

Source: City of Ottawa Zoning By-Law 2008-250

The area located north of Heron Road (Area B) is less densely populated than the Heron Gate Community however, the Parking By-law calls for less than 50% parking supply when compared with Area C, despite the higher residential density proposed in the site plan. The Heron Gate Community is more compatible with the outer urban/inner suburban lane use development pattern. As such a review of existing parking utilization and parking rates in April 2016 for the remaining Heron Gate Community (Heron Gate 7 is no longer occupied) is presented in Table 21 and identifies an average existing parking demand ratio of 0.76 spaces per unit (located in buildings) across the Heron Gate Community.

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Table 21 – Existing Parking Utilization and Parking Rates for the Heron Gate Community (April 2016) Parking Supply Parking Demand Parcel Address Total Parking Total % Parking Units Parking Ratio Occupied Occupied Ratio 2865 Cedarwood 63 61 0.97 42 69% 0.67 Heron Gate 1 Remainder of HG1 15 23 1.53 5 22% 0.33 2805 Cedarwood 63 59 0.94 49 83% 0.78 Heron Gate 2 Remainder of HG2 36 50 1.39 23 46% 0.64 2889 Cedarwood 63 76 1.21 46 61% 0.73 Heron Gate 3 2898 Baycrest 63 55 0.87 33 60% 0.52 Remainder of HG3 34 64 1.88 15 23% 0.44 2850 Cedarwood 256 339 1.32 115 34% 0.45 2870 Cedarwood 254 245 0.96 211 86% 0.83 Heron Gate 4 2840 Baycrest 112 300 2.68 136 45% 1.21 Remainder of HG4 133 0 0.00 0 N/A 0.00 2851 Baycrest 141 166 1.18 110 66% 0.78 Heron Gate 5 2861 Baycrest 191 216 1.13 147 68% 0.77 Remainder of HG5 149 178 1.19 148 83% 0.99 Heron Gate 6 HG 6 townhomes 87 105 1.21 90 86% 1.03 Buildings 1,293 1,622 1.25 979 60% 0.76 Total Remainder 367 315 0.86 191 61% 0.52 Source: Snapshot of one day - April 2016

The revised proposed site plan (Heron Gate 7) has included provisions for parking supply to be in the range of 1.0 spaces / unit which is in accordance with the existing observed demand for the Heron Gate Community and more than the Bylaw requirement for Area B (0.5 / unit) while less than the Bylaw requirement for Area C (1.2 / unit).

Table 22 – Proposed Parking Supply and Requirements according to City of Ottawa By-Laws Proposed Updated Site Plan Rate Spaces

Residential 339 units 0.98 / unit 332

Visitor 339 units 0.035 / unit 12

Total 1.01 / unit 344

The parking rate being proposed for the site reflects the existing high shares of transit and non-motorized travel which can be anticipated to be maintained or exceeded in the future, based on longer term emphasis on transit market penetration. The site is well connected to the existing and proposed pedestrian pathway network, is adjacent to future crosstown cycling route on Heron Road, and is served by a number of transit routes providing frequent service connections with the City’s broader Rapid Transit Network.

The on-street parking on neighbourhood roadways (i.e. Sandalwood Drive) have not been included in the analysis but would provide additional spaces for visitors and patrons of the commercial land use.

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There are additional opportunities to manage the parking demand so as to minimize the supply requirements. Policies related to unbundling of parking, shared parking provision and car sharing could help influence travel behaviour and minimize the on-site parking requirement. Nevertheless the proposed revised site plan with provisions for a parking supply at 1.01 spaces per unit is considered appropriate when compared with the existing broader Heron Gate Community observed demands of 0.76 spaces per unit and the Area B Bylaw requirement of 0.5 spaces per unit. As such, given the location of Heron Gate 7 and the Area C Bylaw requirement for a 1.2 space per unit, it is considered appropriate for the proposed development to seek provisions for the attainment of an approximate parking ratio of 1.01 spaces per unit.

A reduction in the overall supply of on-site parking also contributes to mode choice behaviour and overall transportation demands (TDM strategies) for the area which as noted is aligned with current behaviour. In addition, it is also noted that an increase in the use and promotion of car sharing also reduces the requirement for parking as unit residents would make use of a single vehicle, rather than individually owning a car.

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5.0 CONCLUSIONS

The proposed Heron Gate 7 redevelopment located on the south-east corner of Heron Road and Sandalwood Drive in 2018 will include a total of 339 residential units replacing the existing 80 garden homes that previously occupied the site. A new small complementary retail component is also proposed at the northwest corner of the site.

The analysis of site generated impacts due to the redevelopment is based on an initial site plan with 436 units generating a total of 123 and 191 inbound and outbound person trips during the AM peak Hour and 181 and 149 inbound and outbound trips during the PM peak hour. While the revised site plan includes 339 units (fewer units than proposed in the initial site plan) the leasable GFA is similar due to larger units being provided in the revised site plan. The development will therefore generate fewer trips than analysed in this report and can therefore be considered conservative. The relatively high transit shares and non- motorized travel observed for the existing site have been maintained in the future and as such approximately 45vph and 96vph inbound and outbound vehicle trips respectively in the AM peak and 99vph inbound and 64vph outbound trips during the PM peak would be added to the adjacent roadway system. The traffic operational analysis identified that intersection operations are maintained at LOS A for all movements in 2018 when the site is redeveloped and in 2023, 5 years following occupancy.

The Heron Gate 7 site will be served by two site accesses which are interconnected by an internal roadway. The access to/from Sandalwood Drive accommodates all vehicle movements while the access to/from Heron Road provides for a Right-in/Right-out connection for eastbound vehicles on Heron Road. The site access intersections operate at a LOS A indicating minimal delays when entering/existing the site onto Sandalwood Drive and Heron Road.

The below-grade parking is accessed from the internal roadway on the west side of the site. The below- grade parking area spans under all three buildings and includes a total of 344 spaces for residents and visitors including on street parking (12 at-grade spaces). While the parking rates adopted for the site (1.01 spaces per unit) are less than what is specified in the City of Ottawa Zoning By-law for Area C (1.20 spaces per unit) they are higher than the City’s Bylaw rate of 0.5 spaces per unit for Area B, which the proposed site plan shares a common boundary. The rate of 1.01 spaces per unit is considered appropriate based on the nature of the development (mid-rise apartment units), the existing relatively high transit and non-motorized trips, current existing observed rates of existing parking demand (0.76 spaces per unit), and the proximity to a major commercial/retail areas while would contribute to a reduced demand for parking space for the proposed development.

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