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Addendum No.1

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Addendum No.1 Addendum No.1 To: Abdul Mottalib (City of Ottawa) Date: 03 October 2011 Copy: Charles Masse (Groupe Heafey) Project: TO3088TOU00 Joey Theberge (Theberge Homes) Miguel Tremblay (FoTenn) From: Mark Baker Re: 1751 Russell Road Residential Development Proposal: Transportation Brief (8 February 2008) 1.0 INTRODUCTION The purpose of this addendum is to supplement the original Transportation Brief (TB) for the subject development that was conducted by Delcan in February 2008. The original TB was based on 268 residential units, while the most recent version of the Site Plan indicates 320 residential units. Given the similar land use and unit count of the previous and current plan, it was agreed with City staff (Paul Jordan) that an addendum to the original TB would be most appropriate to prepare in support of the current Site Plan Application. The addendum will be focussed on Site Plan issues rather than the traditional assessment of existing and projected conditions that were covered as part of the original TB. The site is located on the east side of Russell Road, north of Haig Drive as shown conceptually in Figure 1. Access to the development is proposed via a full-movement, unsignalized intersection with Russell Road, located approximately 65 m north of the signalized Russell/Haig intersection and 640 m south of the signalized Russell/Industrial intersection. It is understood that that Groupe Heafey currently owns the property, but that blocks of the site will be sold to Theberge Homes for development of residential units as market conditions dictate. Furthermore, it is understood that a Plan of Subdivision is being pursued concurrently with the Site Plan Application to facilitate the potential redevelopment of the adjacent commercial property that fronts St. Laurent Boulevard. The transportation impact arising from the potential redevelopment of this commercial property is not addressed herein. 2.0 SUMMARY OF PREVIOUS WORK The original TB completed for the subject site is included for reference as Attachment 2. The assessment of existing conditions presented in the original TB indicated that all area intersections were currently operating at LoS B during both the morning and afternoon peak hours, with there being significant surplus capacity for future traffic growth (no discernable change in performance was projected assuming almost 10% growth in background traffic). The intersections analyzed as part of the study included P a g e | 2 the Russell/Industrial and Russell/Haig signalized intersections, as well as the unsignalized Russell/Site Driveway intersection. The assessment of site trip generation revealed that the proposed residential development was expected to generate 60 and 70 veh/h during the weekday morning and afternoon peak hours, respectively. These projections were based on standard ITE trip generation that were adjusted to reflect a 40% non-auto modal share (conducive to the site’s proximity to area transit and proximity to employment and retail land uses). Figure 1: Site Context The assessment of projected conditions indicated that all study area intersections would continue to function at very good levels of service overall (LoS B or better) during both the morning and afternoon peak hours at site build-out. The critical movements at each intersection included: • Russell/Industrial - westbound left-turn (v/c of 0.88 and LoS D); • Russell/Haig – eastbound left-turn (v/c of 0.53 and LoS A); and • Russell/Site Driveway – westbound approach (avg delay of 19 sec and LoS C). The suggested roadway modifications identified in the original TB were limited to a southbound left-turn lane at the Russell/Site Driveway. Given the existing pavement width at this location is 11 m, the required 15 m of storage (and additional taper length) could be acquired through line painting only. The foregoing assessments are considered applicable to the current Site Plan as there has been no significant change in background traffic volumes in the area since 2008, and the original and current unit counts for the proposed development are very similar (268 versus 320 units, or less than an estimated 15 veh/h two-way). P a g e | 3 3.0 SITE PLAN REVIEW This section provides an overview of phasing, site access, parking requirements, vehicle/pedestrian circulation and transit accessibility. The proposed Site Plan is included as Attachment 1. Phasing For the purposes of property acquisition by Theberge Homes from Groupe Heafey, it is understood that the development will be released in phases as the market dictates, as follows: • initial phase (32 units) - comprised of Blocks 1 and 2 as these units are closest to the site driveway connection to Russell Road and require provision of surface parking only; • second phase (82 units) – comprised of Blocks 4, 5, 6 and 7 as these units require a blend of surface and underground parking requiring additional infrastructure; • third phase (24 units) – comprised of Block 3; • fourth and fifth phases (82 units) - comprised of Blocks 8 and 9, and Blocks 10 and 11, respectively, requiring almost all underground parking; and • sixth phase (100 units) – comprised of Block 12 only, requiring underground parking. The time to complete build-out is expected range between 2 and 3 years (subject to market conditions), and given this relatively short time horizon for development, no considering was given to phased development when completing the analysis. Site Access A single, all movement vehicular connection to Russell Road is proposed. The analysis confirmed that STOP control on the minor approach is required, and that a southbound left-turn is warranted (15 m storage). According to the City of Ottawa Private Approach By-law, the driveway width shall not exceed 9.0 m (although wider at the street line to permit access by emergency vehicles). Note that the Draft Plan of Subdivision indicates a connection being provided between the proposed residential and active commercial areas that front St. Laurent Boulevard. This connection is not intended for general purpose vehicular use, but rather to facilitate access for emergency vehicles from St. Laurent Boulevard (permitted through the use of collapsible bollards). Parking With regard to vehicle parking, a total of 320 surface and underground spaces are proposed to serve the proposed residential development. According to City of Ottawa By-law, the minimum supply rate for parking in this area of the City is 0.5 spaces per dwelling unit for residents. Therefore, according to By-law requirement, the proposed parking supply for residents is satisfied. P a g e | 4 It is understood that a zoning exception is applicable to this site that states for a Planned Unit Development, a minimum of 50 visitor parking spaces are required. This is the number of visitor spaces indicated on the Site Plan. Site Circulation The site driveway connection to Russell Road is proposed to extend along the length of the site. It provide access to the surface parking situated in the western portion of the site and access points to the underground parking in the eastern portion of the site. The pavement width of the road is typically 6.7 m. The Site Plan indicates three access points to the underground parking facilitates: one along the frontage of Block 6 (serving Courtyard Block A); a second along the frontage of Block 8 (serving Courtyard Block B); and a third located just to the west of Block 12. The two opposing driveways serving Courtyard Blocks A and B have been widened to better facilitate safer turning movements to/from the ramps. The driveway extends along the frontage of Block 12 (≈100m) leading to a small lot of visitor parking situated near the eastern boundary of the Site Plan. This parking lot, when not fully occupied, could be used to facilitate turn-around of smaller vehicles (i.e., cars and small trucks), but not larger service vehicles (i.e., garbage trucks or large delivery trucks). Consideration should be given to providing a small cul-de-sac at the eastern boundary of the site to formally facilitate vehicle turn-arounds (thereby eliminating the potential need for vehicles to reverse eastbound along the frontage of Block 12). Appropriate signage will be required along the main driveway to inform unfamiliar drivers that there is no through vehicular connection to the adjacent commercial lands. Bicycles According to City of Ottawa By-law, the minimum supply rate for bicycle parking in this land use is 0.5 spaces per dwelling unit. Bicycle parking is identified on the proposed Site Plan in the form of a storage shed located south of Block 2 that will serve Blocks 1, 2 and 3. For Blocks 4 through 12, it is understood that bicycle parking will be provided within their respective underground parking areas. In total, 160 bicycle parking spaces are proposed to serve the site, which satisfies the By-law requirement. Service Vehicles Garbage bins for Blocks 1, 2 and 3 will be stored within the enclosed ancillary building located south of Block 2 and rolled to the curb side. For Blocks 4 through 12, garbage will be stored in the underground car park and picked-up curb side. Garbage trucks completing curb-side pick-up at the access points to the underground parking will be required to reverse a short distance (20 to 30m) before or after the pick-up in order to find sufficient space to get turned-around. This is considered acceptable. The 6.7 m pavement width of the main driveway through the site will accommodate garbage trucks (HSU), but not larger moving trucks (WB-20). Given the residential nature of the development, it is assumed that smaller, single-unit moving trucks will be P a g e | 5 the norm and therefore it is not essential that large tractor trailers be accommodated on-site.
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