Addendum No.1 To: Abdul Mottalib (City of ) 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

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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).

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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.

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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

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the norm and therefore it is not essential that large tractor trailers be accommodated on-site.

Pedestrians/Transit Sidewalks adjacent to the internal road network are proposed throughout the site to facilitate pedestrian movements between buildings and green space (i.e., Tot Lot), and to/from parked vehicles. Three pedestrian crosswalks of the main vehicular driveway are shown on the Site Plan.

Pedestrian connectivity to the adjacent road network, namely Russell Road to the west and St. Laurent Boulevard to the east are important considerations. A sidewalk along the south and then north edge of the site driveway is identified that will provide access to the existing sidewalk network and bus stops on Russell Road. As noted previously, a non-vehicular connection is proposed between the residential area subject to this Site Plan and the commercial area to the west. This will provide a convenient link for pedestrians and bicycles between the proposed residential and active commercial area that fronts St. Laurent Boulevard (i.e., St. Hubert Restaurant).

4.0 CONCLUSIONS AND RECOMMENDATIONS The conclusions and recommendations of the Transportation Brief, consistent with the original study, are as follows.

• The site driveway connection to/from Russell Road can accommodate site- generated traffic at an acceptable level of service for the horizon year of approximately 2015. All surrounding intersections off Russell will continue to operate at very good levels of service (LoS 'B' or better).

• The site is expected to generate a total of approximately 85 two-way auto trips in the critical afternoon peak hour (which is about 15 veh/h greater than the 70 veh/h projection identified in the original TB to account for the 20% increased unit count).

• A southbound left-turn lane with a vehicle storage length of 15 m should be provided at the Russell/Site Driveway intersection. As the existing pavement width at this location is 11 m, this can be accomplished via line painting.

Furthermore, consideration should be given to a formal vehicle turn-around feature be provided at the eastern boundary of the site to improve circulation.

The review of the Site Plan, from a transportation perspective, revealed that the proposed development is characterized by numerous positive design features, including: appropriate site access opportunities for private automobiles, as well as service and emergency vehicles; adequate on-site circulation (for single-unit vehicles); appropriate parking supply; and good on-site provision of bicycle/pedestrian facilities.

Attachment 1: S i t e P l a n

Attachment 2: Original TB

1223 Michael Street, Suite 100, Ottawa, ON K1J 7T2 Tel: 613.738.4160 ● Fax: 613.739.7105 www.delcan.com

February 8, 2008 TO3017TOI00 BY EMAIL: [email protected]

DMCA/Waterbrook Condominiums Inc. 1465 Forest Valley Drive Ottawa, ON K1C 5P4

Attention: Mr. Denis Archambault

Dear Sir:

RE: 1751 Russell Road Residential Development Proposal Transportation Brief

1.0 Introduction

From the information provided, it is our understanding that a 268 unit residential development is being proposed on a site located on the east side of Russell Road, north of Haig Drive, within the City of Ottawa. The site is currently occupied by two commercial/industrial buildings, which are largely vacant.

Related to the subject residential development is a proposal for a commercial office development adjacent to the east, which would have its access to/from St. Laurent Boulevard. As there will be no vehicular interaction between the two sites it was agreed with City of Ottawa staff at our project scoping meeting on July 16th, 2007 that two separate transportation studies could be submitted, one being a Transportation Brief for the residential component, and the other being a more comprehensive Transportation Impact Study provided for the office development.

Access to the residential development is proposed to be via a full-movement un-signalized 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. This is the approximate location of the site’s existing driveway connection to Russell Road.

This study will address site traffic implications on the adjacent road network and nearby intersections. The operation of the un-signalized access to Russell Road will also be examined, along with on-site operations. These issues and other transportation considerations are addressed in the Transportation Brief provided herein.

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2.0 EXISTING CONDITIONS

2.1 Existing Road Network

All roadways within the study area are under the jurisdiction of the City of Ottawa.

Russell Road is a two-lane collector roadway with a posted speed limit of 70 km/h which extends from Industrial Road in the north to in the south. Its pavement width in the vicinity of the subject site is 11 m.

Industrial Road is a four-lane undivided arterial roadway with a posted speed limit of 50 km/h in the vicinity of the site. Industrial Road extends from in the west to St. Laurent Boulevard in the east, where it becomes .

Haig Drive is a two-lane collector roadway with a posted speed limit of 50 km/h in the vicinity of the site. Haig Drive extends from Russell Road in the north to Dauphin Street in the south.

2.2 Existing Intersections

The following lane configuration exists at the signalized Industrial Road/Russell Road intersection:

• Eastbound Approach: one left-turn lane, two thru lanes and one right-turn lane; • Westbound Approach: one left-turn lane and one shared thru/right turn lane; • Southbound Approach: one shared left-turn/thru lane and one right-turn lane; and • Northbound Approach: one shared left-turn/thru lane and one right-turn lane.

The following lane configuration exists at the signalized Russell Road/Haig Drive intersection:

• Eastbound Approach: one shared left/right-turn lane; • Northbound Approach: one shared left-turn/thru lane; and • Southbound Approach: one shared thru/right-turn lane; no right turns are allowed from 7-9 am, Monday to Friday.

The following lane configuration exists at the existing un-signalized Russell Road/Site Driveway intersection:

• Westbound Approach: one shared left/right-turn lane; • Southbound Approach: one shared left-turn/thru lane; and • Northbound Approach: one shared thru/right-turn lane.

2.3 Transit Network

OC Transpo provides transit service along Russell Road via Route 86. Route 86 travels between the Lincoln Fields Transitway Station and the Elmvale area of Ottawa via the Transitway, Coronation Avenue, Russell Road, and Southvale Crescent. Bus stops are

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located on both sides of Russell Road in the vicinity of the site. Residents can also access additional transit service provided along St. Laurent Boulevard to the east (approximately 300 m walking distance from the subject site).

2.4 Pedestrian/Cycling Network

Sidewalks are provided on both sides of Russell Road in the vicinity of the site. Russell Road is designated as a “Community” cycling route in the City of Ottawa’s Draft Cycling Plan. Haig Drive is also designated as a “Community” cycling route. The Draft Cycling Plan lists St. Laurent Boulevard and Industrial Road as “Spine” or “City-wide” cycling routes. An additional off-road multi-use pathway is designated in the Draft Cycling Plan along an existing east-west hydro corridor located approximately 150 m north of the subject site.

2.5 Existing Traffic Operations

The City of Ottawa provided recent intersection traffic counts for most intersections within the study area. Delcan conducted additional morning and afternoon peak hour traffic counts for the site driveway intersection with Russell Road on Thursday, July 17th, 2007. Existing traffic volumes are illustrated in Figure 1, while current intersection traffic operations at study area intersections were analyzed using the Synchro (v6) traffic analysis software. The study area intersections were assessed in terms of the volume-to-capacity (v/c) ratio and the corresponding Level of Service (LoS). The results are contained in Table 1.

Table 1: Existing (2007) Traffic Operations

Weekday AM Peak (Weekday PM Peak) Critical Movement Intersection Intersection max. v/c or LoS Movement Delay (s) LoS avg. delay (s) Russell/Industrial* A (A) 0.60 (0.55) NBT (NBT) 8.0 (8.1) A (A) Russell/Haig* A (A) 0.35 (0.47) EBL (EBL) 7.7 (8.0) A (A) Russell/Site Driveway B (B) 10.4 (13.1) WB (WB) 0.4 (0.4) - (-) Notes: *signalized intersection. For all intersections: peak hour factor (PHF) = 0.95, 2% heavy vehicle volume, saturated flow rate = 1800 veh/h.

Table 1 shows that both signalized study area intersections are functioning at very good Levels of Service (LoS ‘A’) during both weekday morning and afternoon peak hours, with there being significant surplus capacity for future traffic growth. The un-signalized intersection of Russell/Site Driveway also functions at an acceptable Level of Service.

2.6 Historic Background Traffic Growth Rate

Based on an examination of historic intersection traffic counts in the area, a 3% annual traffic growth rate was identified. This annual growth rate has been applied to the available intersection counts in order to calculate future projected volumes for the 2010 and 2015 horizon years.

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Figure 1: Existing (2007) Traffic Volumes

3.0 PROJECTED CONDITIONS

3.1 2010 Future Background Traffic Conditions

Intersection operations were analyzed for the year 2010 in order to assess future operating conditions prior to site development. Existing traffic volumes on the primary roads were increased by the 3% per annum background traffic growth rate to obtain projected 2010 traffic volumes (illustrated in Figure 2). The results of the analysis are outlined in Table 2.

Table 2: Projected (2010) Traffic Operations (Prior to Site Development)

Weekday AM Peak (Weekday PM Peak) Critical Movement Intersection Intersection max. v/c or LoS Movement Delay (s) LoS avg. delay (s) Russell/Industrial* A (A) 0.63 (0.57) NBT (WBL) 8.4 (9.4) A (A) Russell/Haig* A (A) 0.37 (0.49) EBL (EBL) 7.8 (8.4) A (A) Russell/Site Driveway B (B) 10.7 (14.0) WB (WB) 0.3 (0.5) - (-) Notes: *signalized intersection. For all intersections: peak hour factor (PHF) = 0.95, 2% heavy vehicle volume, saturated flow rate = 1800 veh/h.

Table 2 shows that both signalized study area intersections continue to function at very good levels of service (LoS ‘A’) during both weekday morning and afternoon peak hours.

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The un-signalized intersection of Russell/Site Driveway also functions at an acceptable Level of Service.

Figure 2: Projected (2010) Traffic Volumes (Prior to Site Development)

3.2 Site Trip Generation

Trip generation rates were developed by adjusting ITE trip generation rates for “Low Rise Apartment”, “High Rise Apartment” and “Townhouse” (land use codes 221, 222 and 230 respectively). The ITE vehicle trip generation rates are shown in Table 3. As ITE trip generation surveys record only vehicle trips, typically reflecting highly suburban locations with little to no access by modes other than private automobiles, adjustment factors are required in order to develop more appropriate trip generation rates which reflect the site’s location and proximity to transit. In addition to vehicle trips, trip generation rates for transit and non-motorized (bicycle, pedestrian) modes were also developed.

To convert ITE vehicle trip rates to person trips, an auto occupancy factor (1.23 persons per vehicle based on recent TRANS survey data), and a non-auto trip factor of 1.05 to account for any non-auto trips not captured in the original ITE survey data were applied to the ITE vehicle trip rates. Once a total person-trip rate or total vehicle rate was established, trip rates for each transport mode (auto, transit, and non-motorized) were developed by applying appropriate modal share values based 2005 TRANS O-D Survey data, the site’s location and proximity to transit. The auto vehicle trip rate was then obtained by dividing the auto person trip rate by 1.23. The resulting trip rates are illustrated in Table 3 and Table 4, while the modal share values with total site trip generation are shown in Table 5.

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Table 3: ITE Trip Generation Rates (Trips vs. Dwelling Units) and Adjusted Site Trip Generation Rates (Person Trips) ITE Trip Generation Rates Adjusted Person Trip Rates Category (Land (Trips/Dwelling Units) (Trips/Dwelling Units) Use Code No.) Weekday AM Weekday PM Weekday AM Weekday PM Peak Hour Peak Hour Peak Hour Peak Hour High-rise (222) 0.30 0.37 0.39 0.48 Low-rise (221) 0.75 0.81 0.97 1.05 Town Home (230) 0.75 0.81 0.97 1.05

Table 4: Adjusted Auto Vehicle Trip Rates Auto Vehicle Trip Rates Category (Land (Trips/Dwelling Units) Use Code No.) Weekday AM Weekday PM Peak Hour Peak Hour High-rise (222) 0.19 0.23 Low-rise (221) 0.47 0.51 Town Home (230) 0.47 0.51

Given the proximity of good transit service (including rapid transit at St. Laurent Shopping Center) to the site, a 30% transit modal share is felt to be achievable at this location. The 10% non-motorized modal share is also felt to be appropriate given existing modal share patterns for the area and the site’s proximity to employment and retail uses. Applying the developed mode share values to the person-trip rates result in the following trip generation figures, shown in Table 5.

Table 5: Site Trip Generation Weekday PM Peak Weekday AM Peak Hour Hour Travel Mode Mode Share In Out In Out Total Total (20%) (80%) (65%) (35%) Auto 60% 12 47 59 46 25 71 Transit 30% 7 29 36 29 15 44 Non-Motorized 10% 2 10 12 9 5 14 100% Total 24 97 107 95 51 129

With regard to vehicle trip distribution, site trips were distributed based on the combination of local population densities, the locations of other retail nodes and arterial road access to the subject site. The resultant vehicle trip distribution is:

• 60% to/from the north on Russell • 40% to/from the south on Russell 100%

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The site-generated vehicle trips are reflected in the traffic assignment depicted in Figures 4.

Figure 3: Site Trip Generation

4.0 ANALYSIS OF SITE TRAFFIC IMPACTS AND REQUIREMENTS

4.1 2010 Traffic Conditions (With Development Build-out)

Future traffic conditions at subject intersections were determined by superimposing projected site traffic volumes on top of the 2010 Future Background traffic volumes. Site traffic for the adjacent commercial office proposal was also included. 2010 total traffic volumes are illustrated in Figure 4, while the results of the traffic analysis are outlined in Table 6.

Table 6: Projected (2010) Traffic Operations (With Site Development)

Weekday AM Peak (Weekday PM Peak) Critical Movement Intersection Intersection max. v/c or LoS Movement Delay (s) LoS avg. delay (s) Russell/Industrial* B (B) 0.66 (0.63) NBT (WBL) 8.4 (9.9) A (B) Russell/Haig* A (A) 0.37 (0.49) EBL (EBL) 7.7 (8.5) A (A) Russell/Site Driveway B (C) 11.8 (15.9) WB (WB) 1.3 (1.3) - (-) Notes: *signalized intersection. For all intersections: peak hour factor (PHF) = 0.95, 2% heavy vehicle volume, saturated flow rate = 1800 veh/h. 1. Adjusted AM phase splits for St. Laurent/Industrial.

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Table 6 shows that both signalized study area intersections continue to function at very good levels of service (LoS ‘B’ or better) during both weekday morning and afternoon peak hours, with full build-out of the subject site. The un-signalized intersection of Russell/Site Driveway also functions at an acceptable Level of Service.

Figure 4: Projected (2010) Traffic Volumes (Post Site Development)

4.2 Ultimate (2015) Future Traffic Conditions

Future traffic conditions at subject intersections for the 2015 (ultimate) horizon year were determined by applying additional background traffic growth at an annual rate of 3% between 2010 and 2015. The ultimate 2015 total traffic volumes are illustrated in Figure 5, while the results of the traffic analysis are outlined in Table 7.

Table 7: Projected (2015) Traffic Operations

Weekday AM Peak (Weekday PM Peak) Critical Movement Intersection Intersection max. v/c or LoS Movement Delay (s) LoS avg. delay (s) Russell/Industrial* C (D) 0.71 (0.88) NBT (WBL) 9.5 (13.8) A (B) Russell/Haig* A (A) 0.41 (0.53) EBL (EBL) 8.0 (9.5) A (A) - (-) Russell/Site Driveway B (C) 12.6 (18.9) WB (WB) 1.3 (1.5)

Notes: *signalized intersection. For all intersections: peak hour factor (PHF) = 0.95, 2% heavy vehicle volume, saturated flow rate = 1800 veh/h. 1. Adjusted AM phase splits for St. Laurent/Bourassa.

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Table 7 shows that both signalized study area intersections continue to function at very good levels of service (LoS ‘B’ or better) during both weekday morning and afternoon peak hours, in the 2015 ultimate horizon year. The un-signalized intersection of Russell/Site Driveway also functions at an acceptable Level of Service.

Figure 5: Projected (2015) Traffic Volumes

4.3 Suggested Roadway Modifications

Based on TAC warrant calculations, a southbound left-turn lane with a vehicle storage length of 15 m should be provided at the Russell/Site Driveway intersection. As the existing pavement width at this location is 11 m, this can be accomplished via line painting.

5.0 SITE PLAN REVIEW

This section includes a review of site access, on-site circulation, truck access/egress, parking requirements, pedestrian circulation and transit accessibility.

The proposed development is currently at the early stages of planning, and will be developed further. Initial review of the preliminary site plan indicates that it will function acceptably. The site driveway provides a direct connection to the underground parking area. Individual parking spaces are 2.6 m wide and 5.2 m long with a minimal 6.7 m wide circulation aisle, all of which meet Zoning By-law requirements.

Visitor parking, loading and servicing facilities, and an area for drop offs and pick ups should be provided. A sidewalk connection to provide access for pedestrians to the area’s sidewalk

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system and bus stops located on Russell Road should also be provided. It may also be advisable to have a sidewalk connection to the east, with the adjacent office project fronting on St. Laurent Boulevard. If large moving trucks are to be accommodated on-site, the radius of the turn around cul-de-sac should be designed to suit.

6.0 CONCLUSIONS AND RECOMMENDATIONS

Based on the foregoing analysis and findings, the conclusions and recommendations of the Transportation Brief are as follows.

• The site access off Russell Road can accommodate site-generated traffic at an acceptable level of service for 2010 and 2015 projected conditions. The site’s primary access point will operate acceptably. All surrounding intersections off Russell will continue to operate at very good levels of service (LoS 'B' or better).

• The site generates a total of 107 person trips in the morning peak hour and 129 person trips in the afternoon peak hour. The site generates a total of 59 auto trips in the morning peak hour and 71 auto trips in the afternoon peak hour.

• A southbound left-turn lane with a vehicle storage length of 15 m should be provided at the Russell/Site Driveway intersection. As the existing pavement width at this location is 11 m, this can be accomplished via line painting.

• Additional site design elements which need to be addressed in more detail in ensuing site plan iterations include: • Visitors’ Parking • Loading & Servicing • Pick-up/Drop-off Facility • Sidewalk connections to Russell and St. Laurent Boulevard

Based on the foregoing, the proposed development is recommended from a transportation perspective.

Sincerely,

Ronald M. Jack, P.Eng. Vice President Manager, Transportation Division

Attachments c.c. Miguel Tremblay – email: [email protected]

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