Tartan Kanata West Transport.. - Shad Qadri

1223 Michael Street, Suite 100, Ottawa, ON K1J 7T2
Tel: 613.738.4160 ● Fax: 613.739.7105
www.delcan.com
October 2, 2007
TO1153TOC00
BY EMAIL: pierre.dufresne@tartanland.on.ca
Maple Grove Co-Tenancy
c/o Tartan Land Corporation
233 Metcalfe Street
Ottawa, ON K2P 1P9
Attention:
Mr. Pierre Dufresne
Manager, Land Development
Dear Sir:
RE: Tartan Subdivision, Kanata West
Transportation Overview
1.0 INTRODUCTION AND PROJECT SCOPE
Based on the plans provided, it is our understanding that the subject Tartan Subdivision in
Kanata West will accommodate 465 residential units comprised of 185 singles and 280
semis/towns. As depicted on Figure 1, the planned subdivision is located adjacent to the
south of Maple Grove Road and is bounded on the east and west by the Mattamy Fairwinds
South and West subdivisions respectively.
At a 6 June 2007 meeting at City Hall with key City staff, (Bill Jolliffe and Steve Stoddard),
it was agreed that a brief Transportation Overview (TO) was all that was required to
accompany the Plan of Subdivision submission due to the timing of the application relative
to the opening of the Huntmar Drive Extension, the potential opening of the Stittsville Main
Street Extension, and the continued connectivity, or not, of Johnwoods Street to Maple
Grove Road. Due to the current high degree of uncertainty, and related lack of stable base
traffic volumes upon which to properly assess projected traffic conditions, it was agreed that
a TO was sufficient at this time, and that a more detailed Traffic Impact Study could be
conducted following the opening of the Huntmar Drive Extension and resolution of the other
two road connectivity issues, if required.
As such, it was agreed at the above-noted project initiation meeting, that the TO would
address the following topics:
• Site context, as depicted on Figure 1;
• Weekday peak hour traffic generation of the Tartan Kanata West Subdivision (Figure
2);
• Weekday peak hour traffic generation of the adjacent subdivisions, as depicted on
Figure 1, including:
o the already approved Fairwinds South subdivision adjacent to the east;
o the submitted Fairwinds North subdivision adjacent to the north;
o the proposed Fairwinds West subdivision adjacent to the west; and
o the unnamed subdivision to the west and north of Maple Grove Road.

Campeau
Highway 417
Huntmar
Palladium
Main Street
Extension
N-S Arterial
Unnamed
Subdivision
Fairwinds
North
Maple Grove
Terry Fox
Jackson
Trails
Bryanston
Gate
Fairwinds
West
Tartan
Fairwinds
South
Carp River
Johnwoods
Hazeldean
Main
Street
Figure 1: Site Context

81.57 81.57
13.09
9.68
8.8
11.36
4.52
14.93
18.40 18.40
12.12
3.16
N42%%D37'00"W N42%%D37'00"W (P4&SET)
(P4&SET)
N48%%D19'10"E 140.16 (4R-6689)
Maple Grove Road
East-West Collector Street
Traverse Line per 4R-6689
5.77
3.81
Traverse Line per 4R-6689
N18%%d51'E (4R-6689)
0.96
14.36
17.82
Hazeldean Road
Figure 2: Tartan Kanata West Plan of Subdivision

Page 4
• The projected traffic volumes on Maple Grove Road for a 2013/14 horizon year, for
the section from the Huntmar Drive Extension west to the potential Stittsville Main
Street Extension;
• The required cross-section and right-of-way for the subject section of Maple Grove
and the location/type of side street connectivity;
• The connectivity of local and collector streets within adjacent subdivisions;
• Bus routing accommodations; and
• Off-site traffic impacts and requirements including the potential net-change in
Johnwoods Street traffic volumes.
The resulting overview is provided herein.
2.0 SITE’S TRANSPORTATION CONTEXT
It is noteworthy that here have been many transportation studies conducted for the Kanata
West Development Area in recent years. Delcan has conducted the majority of these, but
other firms have conducted a few site-specific Traffic Impact Studies. A number of these
studies are current, such as IBI’s TIS of Mattamy’s Fairwinds North subdivision located
adjacent to the north of the subject subdivision. As such, relevant descriptions of existing
conditions from this and other studies have been extracted, where appropriate for efficient
use in this study.
2.1 Existing Transportation Conditions
2.1.1 Road Descriptions
Maple Grove Road is a City of Ottawa two-lane undivided road. The posted speed limit on
the section of Maple Grove Road adjacent to the Fairwinds West site is 70 km/h. At
present, Maple Grove Road runs east-west from Young Road (east of Terry Fox Drive) to its
termination point at Alon Street in the Bryanston Gate community.
Huntmar Drive is a City of Ottawa two-lane undivided rural arterial road with a posted
speed limit of 70 km/h. Huntmar Drive runs north-south between March Road and Maple
Grove Road. Between the Highway 417 overpass and Palladium Drive, there is a short
section of four-lane divided arterial serving Scotiabank Place. The existing T-intersection of
Huntmar Drive/Maple Grove Road is unsignalized with stop control on the Huntmar Drive
(southbound) approach. The existing intersection configuration provides single lanes on
each approach.
Terry Fox Drive is a City of Ottawa four-lane divided urban arterial road with a posted
speed limit of 70 km/h within the study area. At present, Terry Fox Drive runs from Kanata
Road in the north to Eagleson Road in the south. The Terry Fox Drive/Maple Grove Road
intersection is signalized with auxiliary left turn lanes on each approach. At the Terry Fox
Drive/Maple Grove Road intersection, recent modifications provide for future double leftturn
lanes on the Terry Fox Drive approaches.
Hazeldean Road within the study area is a City of Ottawa two-lane undivided arterial road.
Hazeldean Road transitions to a four-lane divided cross-section on the eastbound approach
to Terry Fox Drive. The posted speed limit on Hazeldean Road transitions from 60 km/h to

Page 5
80 km/h, west of Terry Fox Drive and from 80 km/h to 70 km/h, west of Iber Road. Each
approach to the Hazeldean Road/Terry Fox Drive intersection consists of two through lanes,
double left-turn lanes and one channelized right-turn lane.
Johnwoods Street is a City of Ottawa two-lane undivided local road with a posted speed
limit of 30 km/h. Johnwoods Street runs north-south between Maple Grove Road and
Hazeldean Road and provides an alternative route for eastbound vehicles on Hazeldean
Road to access Terry Fox Drive via Maple Grove Road. This “cut-through” traffic is a
concern for the residents along Johnwoods Street and the adjacent Bryanston Gate
community. Traffic calming measures have been introduced along Johnwoods Street in
recent years in an effort to discourage the practice.
2.1.2 Existing Lane Configurations
Details of the lane configurations and traffic control at each of the existing study area
intersections are provided in Table 1.
Table 1: Existing Lane Configurations
Intersection
Traffic
Lane Configuration 1
Control EB WB NB SB
Hazeldean Road / Terry Fox Drive Signalized LLTTR LLTTR LLTTR LLTTR
Terry Fox Drive / Maple Grove Road Signalized LTR L TR L T TR L T TR
Hazeldean Road / Iber Road Signalized TR L T LR -
Huntmar Drive / Maple Grove Road Unsignalized TL TR - LR
Huntmar Drive / Palladium Drive Signalized L T TR L T TR L T R L T R
Hazeldean Road / Johnwoods Street Signalized L TR L TR LTR LTR
Maple Grove Road / Johnwoods
Street
Unsignalized TR TL LR -
1
L – Left-turn lane; R – Right-turn lane; T-Through lane; TL – Shared through/left-turn lane; TR –
Shared Through/right-turn lane; LTR – Shared left-turn/through/right-turn lane
2.1.3 Existing Bicycle and Pedestrian Network
There are currently no specific facilities provided for cyclists or pedestrians on Maple Grove
Road, Huntmar Drive and Johnwoods Street within the study area. Designated bicycle lanes
and sidewalks are provided on Terry Fox Drive, north of Hazeldean Road.
2.1.4 Existing Transit Network
The section of Hazeldean Road within the study area is serviced by OC Transpo Route #s
96, 261 and 263. OC Transpo Route #96 is an all-day bus service between the Goulbourn
Recreation Centre in Stittsville and the Hurdman station via downtown Ottawa. Route #263
is a rural express route offering weekday morning and afternoon peak period service from
Fallowfield Road, south of Stittsville, to Hurdman transit station via downtown Ottawa.
The Fairwinds South subdivision is served by a new peak period Route #163 which has its
start/end points within the subdivision and at the Eagleson Station. It travels on Maple
Grove Road, Terry Fox Drive and Campeau Drive.
2.1.5 Existing Traffic Volumes
The existing traffic volumes within the study area have been derived from traffic counts
undertaken by the City of Ottawa in 2003 and 2006 at the following intersections:

Page 6
• Hazeldean Road/Terry Fox Drive (2006)
• Hazeldean Road/Iber Road (2006)
• Terry Fox Drive/Maple Grove Road (2006)
• Maple Grove Road/Huntmar Drive (2003)
• Huntmar Drive/Palladium Drive (2006)
• Maple Grove Road/Johnwoods Street (2003)
• Hazeldean Road/Johnwoods Street (2006)
To derive a 2007 base for analysis prepared, a 4% annual traffic growth rate was applied to
current counts. This rate is similar to that used in the Kanata West Subdivision (Fairwinds-
Phase 1) Traffic Impact Study, prepared by Delcan Corporation in August, 2005 and is
based on historic traffic data at the Hazeldean Road/Terry Fox Drive intersection. The 4%
traffic growth rate has been assumed to be representative of future traffic growth in the
adjacent road network excluding the additional traffic that will be generated by development
in the KWDA.
The resultant 2007 base study area volumes, using this approach and presented in the April
2007 Fairwinds North TIS, are presented in Figure 3.
2.1.6 Collisions Records
Collision records for Maple Grove Road have been reviewed as part of this study. The
section of Maple Grove Road between Huntmar Drive and Johnwoods Street is the only
location at which there was a discernible collision pattern. This being a single vehicle
striking a deer, which occurred 6 times over a 3-year period.
2.2 Future Transportation Network
2.2.1 Future Road Modifications
Maple Grove Road: The Kanata West Road Network Environmental Study Report (ESR) –
Part 1, prepared by Delcan Corporation in May, 2005, presents details of the proposed
Maple Grove Road widening and indicates that it will be modified to a four-lane divided
cross-section (37.5m ROW) between Terry Fox Drive and the proposed North-South Arterial
Road and a four-lane undivided cross-section (30m ROW) between North-South Arterial
Road and Huntmar Drive.
For Maple Grove Road west of Huntmar Drive, the current plan is for a two-lane collector
within a 24m right-of-way from Huntmar Drive west to the first entrance to Fairwinds North
and for a 21.5m right-of-way from there westerly. However, at the time that these right-ofway
decisions were made, Maple Grove Road, in its current alignment was to become
discontinuous with Johnwoods Street and was not to connect to the Stittsville Main Street
Extension. If the community/area developers/City decide to keep the Maple
Grove/Johnwoods connection and to connect existing Maple Grove Road to the Stittsville
Main Street Extension, the function of Maple Grove Road from the Huntmar Drive Extension
west to the Main Street Extension will be different than that envisioned, projected traffic
volumes will be higher and its right-of-way will have to be greater than the currently
identified 21.5m (likely 24m). A community meeting was held by the ward Councillor on 18
September 2007 to address this issue. While it appeared the majority in attendance
supported the connectivity concept, there was no definitive decision. As such, it is
recommended that a 24m wide right-of-way be protected to cover off either option.

Legend
xx morning peak hour
(yy) afternoon peak hour
N-S Arterial
Maple Grove
10(58)
48(236)
58(302)
33(171)
14(12)
16(15)
31(131)
28(19)
6(1)
198(122)
112(51)
104(64)
4(6)
170(103)
Main Street Extension
380(879)
643(577)
Hazeldean
Alon
71(184)
5(24)
29(48)
109(68)
523(487)
11(22)
105(256)
Johnwoods
157(127)
10(35)
15(5)
19(20)
33(54)
299(660)
7(28)
680(433)
81(46)
Huntmar
Iber
23(99)
230(232)
249(700)
189(251)
North-South Arterial
890(665)
489(951)
Figure 2: 2007 Base Year Traffic Volumes

Page 8
At present, there is no indication that the proposed Maple Grove Road Widening east of
Huntmar Drive will occur by 2013/14. As such, this study has assumed that Maple Grove
Road will remain as a two-lane undivided roadway until at least the 2013 study horizon
year.
Huntmar Drive: Huntmar Drive is scheduled to be widened and extended as development
progresses in the KWDA. With regard to widening, the section between Palladium Drive and
Maple Grove Road is proposed to be modified to a four-lane divided cross-section. The
timing of and funding for this widening will be determined by the City.
With regard to extension, as part of the ongoing construction of Phase 1 of the Fairwinds
South development, Huntmar Drive will be extended south from Maple Grove Road to
intersect with Hazeldean Road at the existing Hazeldean Road/Iber Road intersection.
Construction is underway and will be completed later in 2007.
Huntmar Drive will transition from a 37.5m ROW between Palladium Drive and the future
North-South Arterial Road to a 34m ROW between the North-South Arterial Road and Maple
Grove Road. South of Maple Grove Road, the ROW for the Huntmar Drive Extension is
proposed to be 32m within Phase 1 of the Fairwinds development, in order to accommodate
a four-lane undivided road cross-section in the future. Huntmar Drive will then transition to
a 37.5m wide ROW on the section adjacent to the future North American Properties
commercial development, to accommodate a median and auxiliary lanes on the southbound
approach to the Hazeldean Road/Iber Road intersection.
The timing of widening Huntmar Drive north of Maple Grove Road is currently unclear as it
is tied to the rate of area growth. It could occur before 2013 (this study’s horizon year),
but the analysis undertaken in this study has assumed the existing lane cross-section along
Huntmar Drive at 2013.
North-South Arterial Road: The TMP has identified the need for the construction of an
additional arterial road to accommodate future north-south traffic volumes through the
KWDA. The alignment of the proposed North-South Arterial Road has been evaluated and
established in the Kanata West Road Network ESR. The North-South Arterial Road is
proposed to be a four-lane divided roadway (37.5m ROW) linking the Palladium
Drive/Highway 417 interchange with Hazeldean Road to the south. It has been assumed
that the proposed North-South Arterial Road will not be constructed by the 2013 horizon
year analyzed in this study.
Hazeldean Road: Hazeldean Road is scheduled to be widened from two to four lanes (with
provision for six lanes in the future) between Terry Fox Drive and Carp Road. The detailed
design of the Hazeldean Road Widening project was completed in 2005, while the widening
is required now. Due to funding shortfalls, the timing of the Hazeldean Road Widening is
unknown at this time. As a result, the analysis conducted as part of this study has assumed
a worst-case scenario whereby Hazeldean Road remains as a two-lane undivided roadway at
2013.

Page 9
2.2.2 Future Bicycle and Pedestrian Network
Sidewalks will be constructed on both sides of Hazeldean Road as part of the future
widening project described above. Sidewalks will also be provided on Huntmar Drive,
North-South Arterial Road and Maple Grove Road as part of the future construction
proposals on these roadways.
Designated bicycle lanes will be provided along Hazeldean Road as part of the future
Hazeldean Road Widening between Terry Fox Drive and Carp Road.
The draft (March, 2005) report of the Ottawa Cycling Plan (OCP) classifies Huntmar Drive as
a “Spine or City-Wide Cycling Route”. Designated bicycle lanes will be provided on the
section of Huntmar Drive between Hazeldean Road and Maple Grove Road when Huntmar
Drive is extended as part of the Fairwinds Phase 1 development.
The City’s Official Plan classifies Maple Grove Road as a community cycling route and
indicates that designated bicycle lanes are to be provided on the section of Maple Grove
Road between Huntmar Drive and Terry Fox Drive. The section of Maple Grove Road to the
west of Huntmar Drive is proposed as a signed bicycle route.
2.2.3 Future Transit System
With completion of the Huntmar Drive Extension in the Fall of 2007, Express Routes #261
and #263 will be modified to travel to Highway 417 via Huntmar Drive and Palladium Drive,
instead of the present route via Hazeldean Road and Eagleson Road.
By 2013, OC Transpo anticipates that there will be two routes that will provide all-day
service to the Kanata West Development Area. The first route will provide service between
the Jackson Trails Community and the Terry Fox station, via the planned Stittsville Main
Street Extension, Maple Grove Road, McCurdy Drive and Castlefrank Road. The second
route will provide service between the KWDA and the Terry Fox Drive transit station via the
collector road network.
3.0 DEVELOPMENT POTENTIAL OF SUBDIVISION
As conveyed to us by the respective proponents, the following is the proposed residential
land use breakdown of the Tartan Kanata West Subdivision and of the other adjacent
subdivisions.
Table 2: Proposed Development Type and Schedule
Unit Type
Subdivision
Status
Singles
Towns
/
Semis
Total
Comment
Fairwinds South
approved and under
589 166 755
construction
2013 build-out
Fairwinds North 42 608 650 approved 2013 build-out
Fairwinds West
Site Plan about to be
196 133 329
submitted
2011-13 build-out
Tartan
(south of Maple Grove)
185 280 465 subject of this study 2013-15 build-out
Unnamed
(north of Maple Grove,
west of Fairwinds West)
115 - 115 none 2013 build-out

Page 10
As noted, the majority of these lands are proposed to be built-out by 2013/14, thus this is
the selected horizon year time period for this study.
4.0 PEAK HOUR TRAFFIC GENERATION, DISTRIBUTION AND ASSIGNMENT
4.1 Traffic Generation
To determine the weekday peak hour traffic generation related to the subject Tartan Kanata
West subdivision and the other undeveloped adjacent subdivisions, the trip rates from the
ITE Trip Generation Manual (7 th Edition) were used as a starting point. The appropriate
average peak hour trip rates, and the directional (in/out) splits for the subject land use, are
as follows.
Table 3: Vehicle Trip Rates
Morning Peak Hour
Afternoon Peak Hour
veh/unit in/out veh/unit in/out
Singles 0.75 (0.58) 25/75 1.01 (0.78) 63/37
Towns/Semis 0.44 (0.34) 17/83 0.52 (0.40) 67/33
Note: Numbers in brackets reflect a 23% transit reduction factor
In the recently completed (April 2007) Fairwinds North TIS, there was agreement with
relevant City staff that because the ITE vehicle trip rates are assumed to be reflective of
very low transit ridership, they could be reduced to reflect locations where higher transit
ridership was achievable. For the 2013/14 horizon year time period, a 23% reduction was
considered appropriate to reflect the improve transit ridership potential of residential
development within the study area. The resultant vehicle trip rates are provided in brackets
in Table 3. Application of the transit reduced rates in Table 3 to the proposed 2013/14 land
use in Table 2 results in the morning and afternoon peak hour traffic generation, by
subdivision, as summarized in Table 4.
Table 4: Horizon Year 2013/14 Peak Hour Subdivision Traffic Generation
Subdivision and Land Morning Peak Hour
Afternoon Peak Hour
Use
In Out Total In Out Total
Fairwinds South
- 589 singles 85 257 342 289 170 459
- 166 towns 10 47 57 44 23 67
Fairwinds North
- 42 singles 6 18 24 21 12 33
- 608 towns 35 171 206 163 80 243
Fairwinds West
- 196 singles 28 86 114 96 57 153
- 133 towns 7 34 41 36 17 53
Tartan
- 185 singles 27 80 107 91 54 145
- 280 towns 16 79 95 75 37 112
Other
- 115 singles 17 50 67 57 33 90
227 822 1049 863 473 1336

Page 11
4.2 Traffic Distribution and Assignment
The distribution and assignment of traffic from these subdivisions is significantly affected by
each of the following:
• The Fall 2007 opening of the Huntmar Drive Extension;
• The timing of the widening of Hazeldean Road to four lanes;
• The timing of the linkage of the Stittsville Main Street Extension (within the Jackson
Trails subdivision) with existing Maple Grove Road;
• The timing of the extension of the Stittsville Main Street extension north to the
North-South Arterial; and
• The timing of the provision of the North-South Arterial from Hazeldean Road north to
the Highway 417/Huntmar interchange.
Within the horizon year time period of this study, which is 2013/14, all that is known for
certain is that the Huntmar Drive Extension will be in place. There is no certainty that any
of the other above-noted links or widenings will be in place by then. As such, for the
purpose of traffic assignment and assessing potential traffic impacts and requirements, it
has been assumed that only the Huntmar Drive Extension is in place and that the existing
Johnwoods-Maple Grove link will remain as is. On this premise, the assignment of traffic
from each of the subject subdivisions is assumed to be as summarized in the following Table
5. This distribution is based on a combination of assumptions used in adjacent studies,
exiting travel patterns, arterial road connectivity and the relative location of major retail and
employment centres.
Table 5: Traffic Distribution and Assignment
Subdivision
to/from north
via Huntmar
to/from south
via Huntmar
Road Link
to/from south
via Johnwoods
to/from east
via Maple Grove
Fairwinds South (1) 35% 35% 0% 30%
Fairwinds North (2) 75% 5% 0% 20%
Fairwinds West 55% 15% 5% 25%
Tartan 55% 15% 5% 25%
Unnamed 55% 10% 10% 25%
(1) Taken from August 2004 Kanata West Subdivision TIS
(2) Taken from April 2007 Fairwinds North TIS Update
Application of the Table 5 traffic distribution to the Table 4 subdivision traffic generation
results in the subdivision-by-subdivision traffic assignment to area roads as depicted in
Figure 4.
The combined total of all subdivision traffic is provided in the lower right-hand corner of
Figure 4. As can be seen from this combined total figure, development of all these five
subject subdivisions will add the following (Table 6) two-way total peak hour traffic to
immediately adjacent roads. These volumes reflect the Huntmar Drive Extension being
operational, Johnwoods Street remaining as is and the Stittsville Main Street Extension not
connecting to Maple Grove Road.

Figure 4: Subdivision Peak Hour
Link Volumes at Full Build-Out
Fairwinds South
Fairwinds North
Fairwinds West
Tartan
Unnamed Subdivision
Combined Total (rounded)
Maple
Grove
Hazeldean
Internal
Collector
Johnwoods
Huntmar
33(92)
43(104)
120(70)
100(64)
15(40)
40(30)
10(5)
0(10)
10(5)
0(10)
30(50)
55(50)
20(45)
40(30)
120(75)
43(109)
Maple
Grove
Hazeldean
Internal
Collector
Johnwoods
Huntmar
40(45)
26(145)
124(73)
60(26)
100(205)
218(111)
26(6)
32(5)
26(6)
32(5)
34(12)
34(15)
Maple
Grove
Hazeldean
Internal
Collector
Johnwoods
Huntmar
8(32)
20(73)
65(40)
30(20)
18(82)
48(35)
7(3)
2(7)
10(23)
47(25)
15(43)
65(36)
18(11)
5(20)
Maple
Grove
Hazeldean
Internal
Collector
Johnwoods
Huntmar
11(44)
23(96)
87(50)
39(24)
20(69)
63(36)
8(5)
2(9)
25(13)
7(27)
14(71)
63(38)
20(98)
88(51)
8(5)
2(9)
Maple
Grove
Hazeldean
Internal
Collector
Johnwoods
Huntmar
4(14)
9(31)
28(18)
12(9)
15(51)
45(30)
5(3)
2(6)
5(3)
2(6)
Maple
Grove
Hazeldean
Internal
Collector
Johnwoods
Huntmar
100(235)
120(455)
420(255)
240(145)
170(450)
415(250)
60(20)
40(40)
200(110)
90(180)
95(160)
205(140)
60(190)
200(120)
20(10)
5(20)
15(50)
50(30)
50(70)
80(50)
40(10)
35(20)
34(12)
34(15)
5(3)
2(6)

Page 13
Table 6: Subject Subdivision’s (Five) Peak Hour Traffic Assignment
Road Link
Two-way vehicle/hr
a.m.
p.m.
• Maple Grove Road
- east of Johnwoods 130 120
- west of Huntmar 585 700
- east of Huntmar 340 370
• Huntmar Drive
- north of Maple Grove 540 700
- south of Maple Grove 290 300
- north of Hazeldean 290 290
• Johnwoods Street
- north of Hazeldean 100 60
• East-West Collector
- east of Johnwoods 25 30
- west of Huntmar 260 290
5.0 TOTAL PROJECTED HORIZON YEAR (2013/14) TRAFFIC CONDITIONS
The April 2007 IBI Fairwinds North TIS developed 2013/14 volumes for area roads,
incorporating previous Delcan analysis regarding the estimated impact of the presence of
the Huntmar Drive Extension, combined with background traffic growth of 4% per year.
They also added in Fairwinds North peak hour traffic. The resultant exhibits from the IBI
TIS are included as Attachment #1.
To develop 2013/14 total projected peak hour traffic for the current study, the peak hour
traffic associated with the other four area subdivisions (excluding Fairwinds North), as
identified separately in Figure 4, were added to IBI’s 2014 base horizon year volumes. The
resultant 2013/14 horizon year link volumes on area roads are depicted on Figure 5. As
previously noted, these volumes are a result of:
• Huntmar Drive being open;
• Stittsville Main Street Extension not connecting to Maple Grove Road;
• Johnwoods Street connectivity remaining as is:
• 4% background traffic growth to the horizon year 2013/14; and
• peak hour traffic from full development of the five subject subdivisions.

Page 14
Figure 5: Total Projected 2013/14 Peak Hour Link Volumes
Note: Assumes Huntmar Drive Extension in place, Johnwoods Street connectivity as is and
no Stittsville Main Street connection to Maple Grove Road.
5.1 Analysis of Horizon Year (2013/14) Traffic Conditions
5.1.1 Road Link Requirements
As depicted on Figure 5, peak hour volumes on the Huntmar Drive Extension and on Maple
Grove Road adjacent to its Huntmar Drive intersection are becoming fairly high by the
2013/14 horizon year, and are at, or approaching their single lane capacity. The following
Table 7 compares the projected 2013/14 peak hour volumes of key links to their estimated
per lane capacity.
Table 7: 2013/14 Road Link Volume to Capacity Comparison
Road Link
Peak Hour Volume Peak Hour Capacity
per Direction
per Direction
Huntmar Drive
- south of Maple Grove 900-950 800-1000
- north of Maple Grove 1000-1100 1000-1200
Maple Grove Road
- west of Huntmar 575-675 600-800
- east of Huntmar 700-750 800-1000

Page 15
In review of these volumes and the volume to capacity relationships, it is important to note
that while they included 4% background growth per year, they do not explicitly include
potential traffic growth on area roads due to:
• retail development at the North American Property (30,200m 2 ) at the northwest
corner of the Hazeldean/North-South Arterial intersection;
• retail development of the Trinity Property (37,160m 2 )at the northeast corner of the
Hazeldean/North-South Arterial intersection; and
• initial development of the Fernbank growth area for which a Community Design Plan
is currently being prepared.
Currently Hazeldean Road is at capacity from Iber Road to Terry Fox Drive, the Huntmar
Drive Extension will be open in the Fall of 2007, Maple Grove Road is a two-lane rural crosssection
road which does not connect to the Stittsville Main Street Extension and existing
Huntmar Drive from Palladium Drive south to Maple Grove Road also has a two-lane rural
cross-section. While this very modest local area road network will be sufficient to
accommodate the initial years of study area development, it is clear from the foregoing
traffic projections that study area roadway upgrades are required by the 2013/14 horizon
year. These include:
• Hazeldean Road (Iber Road east to Terry Fox), widening to a four-lane divided
arterial;
• Huntmar Drive Extension (Maple Grove Road south to Hazeldean Road) constructed
and opened as planned;
• Huntmar Drive (Palladium Drive south to Maple Grove Road), widening to a four-lane
divided arterial (37.5m ROW);
• Maple Grove Road (Huntmar Drive east to Terry Fox), ongoing monitoring to
determine if widening to a four-lane divided arterial (37.5m ROW) is required by the
2013/14 horizon year; and
• Maple Grove Road (Huntmar Drive west to Stittsville Main Street Extension). As
previously noted, the current plan is for a two-lane collector within a 24m right-ofway
from Huntmar Drive west to the first entrance to Fairwinds North and for a
21.5m right-of-way from there westerly. However, at the time that these right-ofway
decisions were made, Maple Grove Road, in its current alignment was to become
discontinuous with Johnwoods Street and was not to connect to the Stittsville Main
Street Extension. If the area developers/City decide to keep the Maple
Grove/Johnwoods connection and to connect Maple Grove Road to the Stittsville Main
Street Extension, the function of Maple Grove Road from the Huntmar Drive
Extension west to the Main Street Extension will be different than that envisioned,
projected traffic volumes will be higher and its right-of-way will have to be greater
than 21.5m (likely 24m). As such, decisions on these connectivity issues need to be
made soon so the appropriate right-of-way can be protected, and adjacent plans of
subdivision approved appropriately. Alternatively, a 24m right-of-way can be
protected at this time to accommodate either scenario.
5.1.2 Intersection Requirements
The key intersections in the study area are the Huntmar/Hazeldean intersection and the
Huntmar/Maple Grove intersection.

Page 16
Huntmar/Hazeldean
Prior to the four-laning of Hazeldean Road, an interim intersection design at this location
has been approved by the City and it will be constructed by the Fall of 2007. It includes
signalization and turn lanes in all directions, including double eastbound left-turn lanes.
There are no further recommendations regarding this intersection at this time.
Huntmar/Maple Grove
As identified in the aforementioned IBI Fairwinds North TIS, based on analysis therein, this
intersection will require signalization by 2009. As the south leg of this intersection
(Huntmar Drive Extension) won’t be constructed until Fall 2007, and as it will attract
significant peak hour traffic, the exact timing of traffic signal installation and the specific
turn lane requirements are best determined following the opening of the Extension and
ongoing monitoring of traffic as area subdivision development proceeds.
5.2 Tartan West Plan of Subdivision Review
The Tartan Kanata West Plan of Subdivision, is depicted specifically in Figure 2, and in its
local context on Figure 1. It is currently planned and designed on the premise that
Johnwoods Street will remain connected to Maple Grove Road as is, and that a discontinuity
on the Maple Grove Road-Johnwoods Street link is not required to divert non-local traffic off
of Johnwoods Street. The proponent has met (18 September 2007) with Bryanston Gate
residents and the City to discuss this issue, but a final decision has not yet been made.
On the assumption that this premise is correct, an internal minor East-West Collector Street
is proposed to be continuous through each of the adjacent Fairwinds South, Tartan and
Fairwinds West subdivisions. It is proposed to connect to the planned roundabout at Maple
Grove Road and to Johnwoods Street via a “T” intersection. The continuity of this internal
collector, as well as its central location within the adjacent subdivisions, will efficiently
distribute traffic to the adjacent primary roads and will enable the efficient provision of local
bus service. The new Route 163 can be easily adjusted/extended as required into the series
of adjacent subdivisions as the internal collector link and the north-south access points to
Maple Grove Road, are constructed. An 11m pavement width should be provided on all
subdivisions streets used as bus routes.
With regard to the subdivision’s connections to Maple Grove Road, two road links are
proposed as shown on Figure 2. As the function of Maple Grove Road from the Huntmar
Drive Extension west to the Stittsville Main Street Extension is proposed to change from
that envisioned in the KWDA Concept Plan, it is recommended that these subdivision
connections align with those proposed within Fairwinds North (Street 5 and Street 11). This
would create two four-way intersections which would facilitate traffic control and enhance
safety. If not aligned, the intersections should be off-set by a minimum of 50-100m for the
same reasons. Intersection off-sets in the 0 to 50m range along Maple Grove west of
Huntmar Drive are not recommended.
The Plan of Subdivision shows the internal East-West Collector that extend west through the
adjacent Fairwinds West subdivision to intersect with Johnwoods Street north of the Alon
Street intersection. This is proposed for purposes of both local community connectivity and
bus routing flexibility. However, given the Johnwoods Street history, regarding non-local

Page 17
traffic, the suitability of this connection needs to be confirmed with the City and Johnwoods
Street residents, as previously noted.
With regard to pedestrian and bicycle system integration, the Plan of Subdivision has two
local road connections to Maple Grove Road, three to the adjacent (to the east) Fairwinds
South subdivision and one (East-West Collector) to the adjacent (to the west) Fairwinds
West subdivision. This connectivity, in combined with the planned on-street sidewalk
system, will adequately accommodate the subdivision’s pedestrian and cycling
requirements.
6.0 STUDY RECOMMENDATIONS
As noted at the beginning of this letter report, it was agreed with City staff that this report
would be an Overview and not a Traffic Impact Study because of the uncertainty of the base
transportation conditions due to: firstly, the impact of the Huntmar Drive Extension on
diverting/attracting traffic, secondly, the status of the Stittsville Main Street Extension
connection to Maple Grove Road; and thirdly, the need for a City/Bryanston Gate/Developer
agreement on the appropriate degree of Johnwoods Street connectivity. Accordingly, most
of the intersection capacity analysis detail normally provided in a TIS is not provided herein.
Based on the analysis herein, the recommendation of this Transportation Overview are:
1. The City/Mattamy/Tartan need to confirm if Maple Grove Road is to extend west to
connect with the Stittsville Main Street Extension (within the Jackson Trails
subdivision), and if Johnwoods Street is to remain continuous and continue to
connect to Maple Grove Road. A decision on this matter is critical as it affects the
assignment to traffic to area roads, it affects the pavement width and right-of-way of
Maple Grove Road west of Huntmar Drive, it affects the layout of adjacent
subdivisions and it affects future bus routing.
2. The premise that Maple Grove Road will extend west to the Stittsville Main Street
Extension is different than proposed in the Kanata West Concept Plan. As such, a
right-of-way greater than the 21.5m, currently proposed, is likely required. An 11m
pavement width within a 24m right-of-way is likely the minimum acceptable. To
accommodate either an extended and a terminated Maple Grove Road in advance of
a decision, a 24m wide right-of-way should be protected.
3. Signalization of the Huntmar/Maple Grove intersection will be required at some point
during the initial years of combined development of the area’s subdivisions. The IBI
Fairwinds North TIS identified 2009 as the timing when signalization would be
warranted. Given the unknown affects of the Fall 2007 opening of the Huntmar
Drive Extension, ongoing monitoring of the intersection volumes is recommended to
confirm when signals are warranted and what the turn lane requirements are, based
on actual volumes.
4. Based on the timing of area subdivision development, background traffic growth, and
the completion of the Huntmar Drive Extension by 2007, it is very likely the existing
two-lane rural section of Huntmar Drive from Maple Grove Road north to Palladium

Page 18
Drive will need to be widened to a four-lane cross-section by the 2013/14 horizon
year. Ongoing monitoring following opening of the Huntmar Drive Extension and
following the initial development of all adjacent subdivisions will assist in determining
a more specific timing for this eventual road widening.
5. East of Huntmar Drive, projected volumes on Maple Grove Road indicate that a twolane
Maple Grove Road should have sufficient capacity to accommodate 2013/14
horizon year volumes. However, given the uncertainty of the affect of the Huntmar
Drive Extension, and the rate of area subdivision development, including the
Richcraft subdivision which accesses the subject section of Maple Grove Road,
ongoing monitoring of Maple Grove Road traffic volumes is recommended to confirm
traffic assignment assumptions and the timing of modifications, if any, for the
section of Maple Grove Road from Huntmar Drive to Terry Fox Drive. Ultimately, the
plan for this section of Maple Grove Road is for a four-lane undivided/divided arterial
within a 30/37.5m right-of-way respectively.
6. As currently planned, the subject Tartan Kanata West subdivision and the adjacent
subdivisions are appropriately designed to permit efficient bus service (Route 163)
and an appropriate level of pedestrian and bicycle system connectivity.
7. If Maple Grove Road is to stay on its existing alignment and connect to the Stittsville
Main Street Extension, its function west of Huntmar Drive will be different than that
envisioned and identified in the Kanata West Concept Plan. As such, a wider rightof-way
and pavement width will be required (as noted) and the spacing of local
street intersections will require greater scrutiny. As Maple Grove Road will carry
more traffic under the proposed plan than envisioned, local street intersections along
Maple Grove Road should either be opposite each other to create four-way
intersections, or off-set from each other (50-100m) so as to provide appropriate
levels of traffic control and safety. They should not be off-set by less than 50m.
On the assumption that any issues identified herein are resolved and that the
recommendations are accepted, it is recommended that the Tartan Kanata West Subdivision
be approved from a transportation perspective.
Sincerely,
Ronald M. Jack, P.Eng.
Vice President
Manager, Transportation Division
Attachments
H:\ISO\SO1153\SOC\DOCS\TartanTransOverview_Oct0107.doc

Attachment #1
Fairwinds North TIS
2014 Total Projected Traffic