CitiGate Retail Development

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2 CitiGate Retail Development Transportation Impact Study prepared for: Trinity Development Group Inc. Sun Life Financial Centre, East Tower 3250 Bloor Street West, Suite 1000 Toronto, ON M8X 2X9 prepared by: 1223 Michael Street Suite 100 Ottawa, ON K1J 7T2 TO1197TOU00 July 11, 2014

3 CitiGate Retail Development Transportation Impact Study July 2014 Table of Contents 1. Introduction Existing Conditions Study Area Area Road Network Pedestrian/Cycling Network Transit Network Existing Traffic Operations Existing Road Safety Conditions Demand Forecasting Planned Study Area Transportation Network Changes Other Area Development and Background Traffic Growth Site Trip Generation Traffic Distribution and Assignment Impact Analysis Projected 2019 Conditions at Full Site Development Projected 2029 Conditions at Ten Years beyond Site Build-Out Neighbourhood Impacts Site Plan Review Transportation Demand Management Findings, Conclusions and Recommendations Appendices Appendix A: Appendix B: Appendix C: Appendix D: Appendix E: Strandherd Drive Functional Design Strandherd/Fallowfield Existing Peak Hour Traffic Count Collision Data Synchro Capacity Analysis: 2019 Projected Conditions Synchro Capacity Analysis: 2029 Projected Conditions

4 CitiGate Retail Development Transportation Impact Study July 2014 List of Figures Figure 1: Local Context... 1 Figure 2: Proposed Site Plan... 2 Figure 3: Schedule B of the South Nepean Urban Area Secondary Plan for Areas 9 and Figure 4: 2019 Background Traffic Volumes... 8 Figure 5: 2029 Background Traffic Volumes... 8 Figure 6: New Site-Generated Traffic Volumes Figure 7: Pass-by Site-Generated Traffic Volumes Figure 8: Total Projected 2019 Peak Hour Traffic Volumes Figure 9: Total Projected 2029 Peak Hour Traffic Volumes List of Tables Table 1: ITE Trip Generation Rates... 9 Table 2: Modified Person Trip Generation Table 3: Shopping Centre Modal Site Trip Generation Table 4: Discount Club Store Modal Site Trip Generation Table 5: Supermarket Modal Site Trip Generation Table 6: Gas Station Modal Site Trip Generation Table 7: Total Site Vehicle Trip Generation Table 8: Projected 2019 Performance of Study Area Intersections Table 9: Projected 2029 Performance of Study Area Intersections... 17

5 CitiGate Retail Development Transportation Impact Study July Introduction From the information provided, a development consisting of approximately 350,000 ft 2 of retail floor area is being proposed for the west side of Strandherd Drive within the City s Barrhaven community and in close proximity to the Highway 416/Fallowfield interchange. The site s local context is depicted in Figure 1 and the proposed Site Plan is depicted in Figure 2. Figure 1: Local Context As part of the Site Plan Approval process, the City of Ottawa requires submission of a formal Transportation Impact Assessment (TIA) consistent with their guidelines dated October With respect to these guidelines and for this level of development, a Transportation Impact Study (TIS) is the appropriate type of study for the subject application. Recently, a Community Transportation Study (CTS) prepared by Novatech Engineering, dated November 2012, was completed and approved by the City for the CitiGate development lands. As the ultimate CitiGate development lands includes the subject site and given the approved CTS is less than 5 years old, the majority of the assumptions and findings for the CitiGate development lands remain valid. In addition, Novatech, on behalf of the landowners of the larger overall land parcel, and with direction/approval from the City, has recently completed a design package for roadway modifications along the adjacent Strandherd Drive based on the projected volumes/recommendations included in the previously submitted/approved CTS for the CitiGate development lands. This design, which will be built initially, calls for a four-lane divided road plus right and left-turn lanes at all signalized intersections adjacent to the subject lands. Therefore, this TIS will focus primarily on the following: The suitability of site vehicular access points; Integration of the development with existing pedestrian, bicycle and transit networks; Capacity requirements at the proposed adjacent signalized intersections; On-site circulation and design; and Site access and adjacent road network modifications. Page 1

6 Figure 2: Proposed Site Plan

7 CitiGate Retail Development Transportation Impact Study July 2014 With regard to timing, the subject site is anticipated to be built out between the years 2017 and For the purpose of this assessment and to maintain consistency with the previously prepared CTS for the all-encompassing CitiGate development lands, horizon years will be analyzed for the year 2019, representing full occupancy, and at the year 2029, which is 10-years beyond full build-out. 2. Existing Conditions 2.1 Study Area The subject site is bound by Strandherd Drive to the east, the future extension of Maravista Drive to the south, the future Fallowfield Drive extension to the west and the future extension of Jockvale Road to the north. Access to/from the development is proposed via two right-in/right-out connections to Strandherd Drive, and two full-movement signalized connections; one to the future Jockvale Road extension and one to the future Maravista Drive extension. 2.2 Area Road Network Strandherd Drive, within the vicinity of the site, is currently a two-lane undivided arterial rural roadway with a right-of-way (ROW) of approximately 44.5 m and a posted speed limit of 80 km/h. Adjacent to the site, Strandherd Drive is oriented north-south from Fallowfield Road to Kennevale Drive. South of Kennevale Drive, Strandherd Drive transitions to an east-west roadway, terminating at the Rideau River/the site of the soon to be completed Strandherd-Armstrong Bridge. Jockvale Road, east of Cedarview Road, is a two-lane major collector roadway with a ROW of approximately 24 m and a posted speed limit of 60 km/h. West of Cedarview Road, Jockvale Road and its extension west of Strandherd Drive is proposed as a two-lane collector roadway with a signalized intersection at Strandherd Drive. Maravista Drive is a two-lane collector roadway with a ROW of approximately 20 m and a posted speed limit of 50 km/h. The existing Strandherd/Maravista intersection is a T intersection with STOP control on the minor approach only. The proposed two-lane Maravista Drive extension will form a major 4- legged signalized intersection with Strandherd Drive. 2.3 Pedestrian/Cycling Network Currently, the proposed development is on vacant land with limited pedestrian/bicycle facilities provided within the vicinity of the site. Currently, paved shoulders exist along Strandherd Drive and an off-road pathway is provided along the existing section of Jockvale Road. Immediately east of Strandherd Drive, sidewalks currently exist along the frontage of the model homes located on the north side of Maravista Drive only. In the fullness of time, when the community east of Strandherd Drive builds-out, sidewalks should be provided along both sides of Maravista Drive and study area roadways. As identified in the City s Cycling Plan, Strandherd Drive and Fallowfield Road are classified as Spine Routes and Jockvale Road, east of Cedarview Road, is classified as a Local Route. As part of the Strandherd Drive road widening identified in the City s Transportation Master Plan (TMP), shared use lanes will be provided along Maravista Drive and bicycle lanes will be provided along both sides of Strandherd Drive and the Jockvale Road extension. These future bicycle facilities are identified on the Functional Design Plan of the Strandherd Drive widening, which is included as Appendix A. Page 3

8 CitiGate Retail Development Transportation Impact Study July Transit Network Transit service within the vicinity of the site is currently very limited. Bus stops exist along Cedarview Road, located approximately 500 m east of Strandherd Drive. These bus stops provide service for Regular Route #170 and Express Route # Existing Traffic Operations Based on the most recent traffic data (included as Appendix B), the existing two-way vehicle volumes adjacent to the site on Strandherd Drive are approximately 1,700 and 1,460 veh/h during the weekday morning and afternoon peak hours, respectively. As previously noted, the design work for the widening of Strandherd Drive from Fallowfield Road to Kennevale Drive is currently underway with construction expected to be completed by As such, a performance audit of existing study area intersections, with Strandherd Drive as a two-lane facility, will not provide relevant information. Therefore, analysis of existing study area intersection performance is not included herein. 2.6 Existing Road Safety Conditions Collision history for study area roads (2010 to 2012) was obtained from the City of Ottawa. Along Strandherd Drive from Fallowfield Road in the north to Maravista Drive in the south, a total of 4 collisions have been reported. Most collisions (3) involved only property damage, indicating low impact speeds and the remaining (1) involved personal injury. The causes of collisions cited by police included single vehicle (2), rear end (1), and approaching (1) type collisions. Based on the available data, there does not appear to be any safety issues on Strandherd Drive, adjacent to the proposed site. The source collision data as provided by the City of Ottawa is contained within Appendix C. 3. Demand Forecasting 3.1 Planned Study Area Transportation Network Changes The overall road framework for the immediate study area was determined via a broader planning process undertaken by the previous land owner, and commitments were made to advance some of the road widening requirements and intersection modifications for the adjacent Strandherd Drive. This design work has recently been completed and includes the widening of Strandherd Drive from two lanes to four from Kennevale Drive north to Fallowfield Road, which is identified as a Phase 1 City project within the City s 2013 TMP. The Functional Design Plan of the Strandherd Drive widening from Maravista Drive to Jockvale Road is included as Appendix A. The future design of the study area Strandherd/Jockvale and Strandherd/Maravista intersections are described below. Page 4

9 CitiGate Retail Development Transportation Impact Study July 2014 Strandherd/Jockvale The future Strandherd/Jockvale intersection will be a signalized four-legged intersection. The northbound approach will consist of dual left-turn lanes, a single through lane and a single shared through/right-turn lane. The southbound approach will consist of a single left-turn lane, two through lanes, and a single right-turn lane. The east and westbound approaches will consist of a single leftturn lane, a single through lane and a single rightturn lane. Strandherd/Maravista The future Strandherd/Maravista intersection will be a signalized four-legged intersection. The northbound approach will consist of dual left-turn lanes, a single through lane and a single shared through/right-turn lane. The southbound approach will consist of a single left-turn lane, two through lanes, and a single right-turn lane. The eastbound approach will consist of a single left-turn lane, a through lane and a single right-turn lane. The westbound approach will consist of a single leftturn lane and a shared through/right-turn lane. Within the vicinity of the proposed development, other notable proposed transportation network changes include: The extension of Fallowfield Road from Strandherd Drive south to McKenna Casey Drive; The extension of Jockvale Road, Maravista Road and Kennevale Drive from Cedarview Road west to the Fallowfield Road extension. The completion of the Strandherd-Armstrong Bridge across the Rideau River (scheduled 2014 opening). The network changes within the vicinity of the site are summarized in Schedule B of the South Nepean Urban Area Secondary Plan for Areas 9 and 10, which is depicted as Figure 3. Page 5

10 CitiGate Retail Development Transportation Impact Study July 2014 Figure 3: Schedule B of the South Nepean Urban Area Secondary Plan for Areas 9 and 10 Page 6

11 CitiGate Retail Development Transportation Impact Study July Other Area Development and Background Traffic Growth With regard to other area development, the following planned area developments were accounted for within the background traffic analysis included in the previously submitted/approved CitiGate development lands CTS: 4268 & 4300 Fallowfield Road Tartan Havencrest Subdivision 2810 Cedarview Road Claridge residential subdivision on the Airth Lands 2838 Cedarview - DCR Phoenix residential development 4401 Fallowfield Road Development - DCR Phoenix mixed-use development Fraser Fields Way at Strandherd Drive - Tartan Fraser Fields Subdivision. The ensuing background traffic volumes for the horizon years 2019 and 2029 were derived from the background traffic volumes included in the CitiGate development lands CTS and the most recent traffic count (included as Appendix B) at the Strandherd/Fallowfield intersection, dated Thursday 14 June Given the more recent 2012 traffic count at the Strandherd/Fallowfield intersection reveals significantly higher traffic volumes (approximately 400 veh/h) on Strandherd Drive during the morning peak than the 2011 traffic count included in the CitiGate development lands CTS, the projected background traffic volumes included in the CitiGate development lands CTS were modified for the purpose of this study. The projected background traffic volumes included in the CitiGate development lands CTS were modified by increasing the through traffic on Strandherd Drive. Projected background through traffic on Strandherd Drive was increased by the net difference between the 2011 and 2012 traffic counts, which were also grown by 1% per annum to obtain the background traffic volumes for the 2019 and 2029 horizon years depicted as Figures 4 and 5, respectively. Page 7

12 CitiGate Retail Development Transportation Impact Study July 2014 Figure 4: 2019 Background Traffic Volumes SITE 476(1049) 58(156) 151(58) 30(33) Maravista xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 1426(681) 4(29) Figure 5: 2029 Background Traffic Volumes SITE 520(1141) 58(156) 151(58) 30(33) Maravista xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 1560(742) 4(29) Page 8

13 CitiGate Retail Development Transportation Impact Study July Site Trip Generation The proposed development will consist of an approximate 168,000 ft 2 shopping centre, a 156,000 ft 2 discount club store, a 24,000 ft 2 Farm Boy Supermarket, and a gas station with 16 servicing positions. The appropriate trip generation rates for the proposed land uses were obtained from the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual, which are summarized in Table 1. Table 1: ITE Trip Generation Rates Data Land Use Source Shopping Centre Discount Club Store Supermarket Gas Station ITE 820 ITE 857 ITE 850 ITE 944 Notes: T = Average Vehicle Trip Ends X = 1000 ft 2 Gross Floor Area SP = Servicing Positions AM Peak T = 0.96(X); Ln(T) = 0.61 Ln(X) T = 0.49(X); T = 3.40(X); T = 12.16(SP); Trip Rates PM Peak T = 3.71(X); Ln(T) = 0.67 Ln(X) T = 4.18(X); T = 9.48(X); Ln(T) = 0.74 Ln(X) T = 13.87(SP); With regard to the Farm Boy Supermarket, Delcan (a Parsons company) conducted a weekday afternoon peak hour traffic count in 2011 at the Barrhaven Farm Boy Supermarket located at the Woodroffe/Stoneway N intersection to confirm the projected total traffic generation, given the speciality/fresh food nature of the store. At this location, a one-hour observation revealed two-way traffic volumes of approximately 400 veh/h during the afternoon peak hour. With the exception of the low traffic generating Scotiabank located within the same parking lot, the observed proxy Barrhaven Farm Boy Supermarket is considered to be a stand-alone store. Therefore, it is reasonable to assume that the observed two-way traffic volumes represent the vehicle trip generation related to the Farm Boy Supermarket only. For the purpose of estimating the site traffic generation to/from the Farm Boy Supermarket on the subject site, the ITE trip generation rates equate to a total two-way traffic estimate of 270 veh/h, during weekday afternoon peak hour. As the ITE trip generation rates yield lower traffic volumes than the volumes observed at the proxy Barrhaven Farm Boy site, the weekday afternoon peak hour ITE trip generation rates for the Supermarket land use were increased for the purpose of this analysis. As for other components of the site, ITE trip generation surveys only record vehicle trips and typically reflect highly suburban locations (with little to no access by travel modes other than private automobiles), adjustment factors appropriate to the Barrhaven study area context were applied to attain estimates of person trips for the proposed development. To convert ITE vehicle trip rates to person trips, an auto occupancy factor and a non-auto trip factor were applied to the ITE vehicle trip rates. Our review of the available literature suggests that a combined factor of approximately 1.3 is considered reasonable to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 10%. The person trip generation for the proposed site is summarized in Table 2. Page 9

14 CitiGate Retail Development Transportation Impact Study July 2014 Table 2: Modified Person Trip Generation AM Peak (persons trips/h) PM Peak (persons trips/h) Land Use Area In Out Total In Out Total Shopping Centre 168,032 ft ,103 Discount Club Store 156,272 ft Supermarket 24,010 ft Gas Station 16 SP Total Person Trips ,335 1,373 2,708 Note: 1.3 factor to account for typical North American auto occupancy values of approximately 1.15 and combined transit and non-motorized modal shares of less than 10% The person trips shown in Table 2 for the proposed site were then reduced by modal share values, including a reduction for pass-by trips based on the site s location and proximity to adjacent communities, employment, other shopping uses and transit availability. Modal share/ pass-by values were based on modal splits for the South Nepean area summarized within the 2011 O-D Survey and on modal share/ pass-by values assumed within the CitiGate development lands CTS. The site-trip generation for the proposed shopping centre, discount store, supermarket and gas station are summarized in Tables 3, 4, 5 and 6, respectively, with the total site vehicle trip generation summarized in Table 7. Table 3: Shopping Centre Modal Site Trip Generation Travel Mode Mode AM Peak (persons trips/h) PM Peak (persons trips/h) Share In Out Total In Out Total Auto Driver 64% Auto Passenger 16% Transit 15% Non-motorized 5% Total Person Trips 100% ,103 Less 30% Pass-by Total New Auto Trips Table 4: Discount Club Store Modal Site Trip Generation Travel Mode Mode AM Peak (persons trips/h) PM Peak (persons trips/h) Share In Out Total In Out Total Auto Driver 64% Auto Passenger 16% Transit 15% Non-motorized 5% Total Person Trips 100% Less 20% Pass-by Total New Auto Trips Page 10

15 CitiGate Retail Development Transportation Impact Study July 2014 Table 5: Supermarket Modal Site Trip Generation Mode AM Peak (persons trips/h) PM Peak (persons trips/h) Travel Mode Share In Out Total In Out Total Auto Driver 64% Auto Passenger 16% Transit 15% Non-motorized 5% Total Person Trips 100% Less 40% Pass-by Total New Auto Trips Table 6: Gas Station Modal Site Trip Generation Travel Mode Mode AM Peak (persons trips/h) PM Peak (persons trips/h) Share In Out Total In Out Total Auto Driver 75% Auto Passenger 25% Transit 0% Non-motorized 0% Total Person Trips 100% Less 60% Pass-by Total New Auto Trips The following is a summary of potential two-way vehicle trips to/from the proposed development. To account for multipurpose trips, a 10% reduction was applied to the overall site trip-generation and is included in Table 7. Table 7: Total Site Vehicle Trip Generation Land Use AM Peak (veh/h) PM Peak (veh/h) In Out Total In Out Total Shopping Centre Discount Club Store Supermarket Gas Station Less 30% Shopping Centre Pass-by Less 20% Discount Club Pass-by Less 40% Supermarket Pass-by Less 60% Gas Station Pass-by Less 10% Multipurpose Trips Total New Auto Trips ,070 As shown in Table 7, the resulting number of potential new two-way vehicle trips generated by the proposed development is approximately 240 and 1,070 veh/h during the weekday morning and afternoon peak hours, respectively. When compared to the projected site-generated volumes included in the CitiGate development lands CTS, the site-generated traffic summarized in the above Table 7 is an additional approximate 145 veh/h during the critical afternoon peak hour. Page 11

16 CitiGate Retail Development Transportation Impact Study July 2014 Given the significant planned road network changes within the surrounding area, it is reasonable to conclude that the planned road network changes identified in the CitiGate development lands CTS and depicted in the Strandherd Drive widening Functional Design Plan will provide sufficient roadway capacity for the additional projected 145 veh/h during the weekday afternoon peak hour. As such, the analysis herein will focus primarily on the two planned intersections adjacent to the site (Strandherd/Jockvale and Strandherd/Maravista) and the site driveway connections to the local area road network. 3.4 Traffic Distribution and Assignment The following assumed traffic distribution was based on the location of existing and planned developed areas, the site s connectivity to the adjacent major roadways, the proximity of Highway 416 and the assumptions within the CitiGate development lands CTS. As such, the resultant distribution is outlined as follows: 40% to/from Strandherd Drive (south of Maravista Drive); 5% to/from Maravista Drive (east of Strandherd Drive); 20% to/from Jockvale Road (east of Strandherd Drive); 20% to/from Fallowfield Road (east of Strandherd Drive); and 15% to/from Fallowfield Road (west of Strandherd Drive). Pass-by trips to/from the proposed development were distributed along Strandherd Drive as follows: 50% to/from the north; and 50% to/from the south. The new and pass-by site-generated vehicle trips assigned to the proposed driveway connections and to the study area network are illustrated as Figures 6 and 7, respectively. Page 12

17 CitiGate Retail Development Transportation Impact Study July 2014 Figure 6: New Site-Generated Traffic Volumes 55(184) 8(26) 4(27) 20(136) SITE 4(27) 32(218) 54(184) 8(26) 20(137) 7(26) Maravista xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 8(26) 16(109) 4(27) 12(82) 24(79) 39(132) Figure 7: Pass-by Site-Generated Traffic Volumes 20(61) 30(91) SITE 51(153) 61(183) 20(61) -20(-61) Maravista xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 31(92) 20(61) 41(122) -41(-122) Page 13

18 CitiGate Retail Development Transportation Impact Study July Impact Analysis 4.1 Projected 2019 Conditions at Full Site Development The total projected 2019 traffic volumes were derived by superimposing new site-generated volumes (Figure 6) and site-generated pass-by volumes (Figure 7) onto background 2019 traffic volumes (Figure 4). The total projected 2019 volumes are illustrated as Figure 8. Figure 8: Total Projected 2019 Peak Hour Traffic Volumes 0(0) 75(245) 0(0) 8(26) 4(27) 50(227) SITE 4(27) 83(371) 115(367) 0(0) 28(87) 476(1125) 58(156) 151(58) 7(26) 30(33) Maravista xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 8(26) 0(0) 47(201) 4(27) 32(143) 80(254) 1409(638) 4(29) The following Table 8 provides a summary of the projected 2019 performances of study area intersections based on the projected volumes depicted in Figure 8 and the Functional Design Plan included as Appendix A. The SYNCHRO model output of projected 2019 conditions is provided within Appendix D. As the Strandherd/Jockvale intersection currently does not exist and the Strandherd/Maravista intersection is currently not traffic signal controlled, signal timing plans were developed based on the Functional Design Plan for the Strandherd Drive widening and the projected volumes depicted in Figure 8. The assumed signal timing plans are included in the SYNCHRO model output of projected 2019 conditions provided within Appendix D. Page 14

19 CitiGate Retail Development Transportation Impact Study July 2014 Table 8: Projected 2019 Performance of Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection as a Whole Intersection max. v/c or LoS avg. delay Movement Delay (s) LoS v/c (s) Strandherd/Jockvale C(B) 0.75(0.68) NBT(EBL) 14.6(20.1) C(B) 0.73(0.64) Strandherd/Maravista B(C) 0.65(0.75) NBT(EBL) 13.7(25.2) B(B) 0.63(0.69) Jockvale/Site A(A) 8.6(9.8) NBL(NBL) 7.4(8.4) - - Strandherd/Site N A(B) 9.7(10.1) EBR(EBR) 0.1(0.4) - - Strandherd/Site S A(B) 10.2(10.1) EBR(EBR) 0.1(0.5) - - Maravista/Site A(B) 8.9(11.4) SBL(SBL) 4.0(6.0) - - Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. As shown in Table 8, the proposed signalized intersections as a whole and their critical movements are projected to operate at an acceptable LoS C or better during both peak hours, with respect to the City of Ottawa operating standards of LoS D or better (0.90 > v/c > 0.00). This is indicative that the current Functional Design Plan for the Strandherd Drive widening (included as Appendix A) will provide sufficient capacity to accommodate site-generated traffic. With regard to the proposed site driveway connections, they were assessed as STOP control on the minor approach only, and are projected to operate with acceptable delays of 9 to 12 seconds during peak hours. On-site 95 th percentile queues are projected to be in the order of 1 to 14 metres (approximately 1 to 2 vehicles in queue) and minimal queues/delays are projected for vehicles entering the site. Based on projected site-generated traffic volumes, the following auxiliary turn lanes are recommended at the proposed site driveway connections: Jockvale/Site Approximately 135 m west of Strandherd Drive Westbound left-turn lane (85 m storage); Northbound right-turn lane (15 m storage); Maravista/Site Approximately 140 m west of Strandherd Drive Westbound right-turn lane (115 m storage); Southbound right-turn lane (15 m storage); Strandherd/Site N Approximately 190 m north of Maravista Drive Southbound right-turn lane (60 m storage, as depicted in the Strandherd Drive Functional Design Plan); and Strandherd/Site S Approximately 80 m north of Maravista Drive Southbound right-turn lane (continuous storage extending from the Strandherd/Site N intersection, as depicted in the Strandherd Drive Functional Design Plan). These above recommended auxiliary turns lanes were assumed in the projected 2019 analysis summarized in Table 8. Page 15

20 CitiGate Retail Development Transportation Impact Study July 2014 Depicted in the Functional Design Plan for the Strandherd Drive widening, dual northbound left-turn lanes will be provided at the Strandherd/Jockvale and Strandherd/Maravista intersections. As these dual left-turn lanes require two receiving lanes and two travel lanes will not be required beyond the proposed site driveway connections to the Jockvale Road and Maravista Drive extensions, the recommended auxiliary turn lanes into the proposed site can function as one of the two required receiving lanes (i.e. initially, three approach lanes are not required at the proposed site driveway connections to the Jockvale Road and Maravista Drive extensions). 4.2 Projected 2029 Conditions at Ten Years beyond Site Build-Out The total projected 2029 traffic volumes (10 years beyond full site build-out) were derived by superimposing new site-generated volumes (Figure 6) and site-generated pass-by volumes (Figure 7) onto projected 2029 baseline traffic volumes (Figure 5). The total projected 2029 volumes are illustrated as Figure 9. Figure 9: Total Projected 2029 Peak Hour Traffic Volumes 0(0) 75(245) 0(0) 8(26) 4(27) 50(227) SITE 4(27) 83(371) 115(367) 0(0) 28(87) 520(1217) 58(156) 151(58) 7(26) 30(33) Maravista xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 8(26) 0(0) 47(201) 4(27) 32(143) 80(254) 1543(699) 4(29) The following Table 9 provides a summary of the projected 2029 performances of study area intersections based on the projected volumes depicted in Figure 9 and the proposed Function Design Plan included as Appendix A. The SYNCHRO model output of projected 2029 conditions is provided within Appendix E. As mentioned previously, signal timing plans were assumed for the Strandherd/Jockvale and Strandherd/Maravista intersections and are included in the attached SYNCHRO model output provided within Appendix E. Page 16

21 CitiGate Retail Development Transportation Impact Study July 2014 Table 9: Projected 2029 Performance of Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection as a Whole Intersection max. v/c or LoS avg. delay Movement Delay (s) LoS v/c (s) Strandherd/Jockvale D(C) 0.82(0.71) NBT(EBL) 16.3(18.2) C(B) 0.80(0.67) Strandherd/Maravista C(D) 0.71(0.83) NBT(EBL) 14.8(24.3) B(C) 0.68(0.71) Jockvale/Site A(A) 8.6(9.8) NBL(NBL) 7.4(8.3) - - Strandherd/Site N A(B) 9.7(10.3) EBR(EBR) 0.1(0.3) - - Strandherd/Site S B(B) 10.4(10.3) EBR(EBR) 0.1(0.4) - - Maravista/Site A(B) 8.9(11.2) SBL(SBL) 4.0(6.0) - - Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. As shown in Table 9, the critical movements and signalized intersections as a whole are projected to operate at an acceptable LoS D or better during both peak hours. This is indicative that the proposed Functional Design Plan for the Strandherd Drive widening (included as Appendix A) will continue to provide sufficient capacity to accommodate site-generated traffic and future background traffic. It should be noted that no background traffic volumes were assumed along the Jockvale Drive or Maravista Drive extensions, west of Strandherd Drive. In the fullness of time, when these roadways connect to the future Fallowfield Road extension, there will be east-west through traffic between Strandherd Drive and Fallowfield Road. This east-west through traffic will affect the performance of the proposed Jockvale Road and Maravista Drive site driveway connections. For example, if/when the total two-way traffic volumes along Maravista Drive were to reach approximately 500 veh/h during the afternoon peak hour, the driveway connection to Maravista Drive is projected to operate at capacity (LoS E ). As such, the driveway connections to the Jockvale Drive and Maravista Drive extensions may require traffic signal control in the future. With regard to possible longer-term signalization of the proposed driveway connections to the Jockvale Drive and Maravista Drive extensions, the proposed driveway connections are located approximately 135 to 145 m west of the future signalized Strandherd/Jockvale and Strandherd/Maravista intersections, which is considered sufficient spacing between signalized intersections if one is a T intersection. 4.3 Neighbourhood Impacts Given the proposed development is located adjacent to arterial, collector or major collector roadways that are projected to operate with sufficient capacity, there will be minimal neighbourhood impacts with respect to cut through traffic. 5. Site Plan Review This section provides an overview of site access, parking requirements, pedestrian circulation and transit accessibility. The proposed Site Plan was previously illustrated in Figure 2. Parking With regard to vehicle parking, a total of 1,498 parking spaces are proposed for the subject retail development. This amount of parking satisfies the City s By-Law requirement of 3.6 per 100 m 2 gross floor area. The proposed parking space dimensions are noted as being a minimum of 2.6 m in width and 5.2 m in length, which also satisfies the City s By-Law requirements. Page 17

22 CitiGate Retail Development Transportation Impact Study July 2014 Site Circulation With regard to on-site circulation, the proposed Site Plan is well laid out with appropriate STOP control located at major on-site intersections. Drive aisle widths are noted as being a minimum of 6.7 m, which satisfies the City s By-Law requirements. With regard to the proposed on-site drive-through aisles, the amount of queuing storage provided for the drive-through associated with Building C1 is sufficient for a restaurant land use and the amount of queuing storage provided at the drive-through associated with Building C3 is sufficient for a bank land use. The queuing storage provided for the proposed gas station has been maximized with one-way circulation, orientated such that queues will remain on-site and will not spill onto public roadways. In terms of truck traffic, sufficient turning radii will be provided such that delivery, garbage and fire trucks can access/egress the proposed site, loading areas and effectively manoeuver around the proposed site. Access Requirements As mentioned previously, based on the projected site-generated traffic volumes and the ultimate area road network, the following auxiliary turn lanes are recommended at the proposed site driveway connections: Jockvale/Site Approximately 135 m west of Strandherd Drive Westbound left-turn lane (85 m storage); Northbound right-turn lane (15 m storage); Maravista/Site Approximately 140 m west of Strandherd Drive Westbound right-turn lane (115 m storage); Southbound right-turn lane (15 m storage); Strandherd/Site N Approximately 190 m north of Maravista Drive Southbound right-turn lane (60 m storage, as depicted in the Strandherd Drive Functional Design Plan); and Strandherd/Site S Approximately 80 m north of Maravista Drive Southbound right-turn lane (continuous storage extending from the Strandherd/Site N intersection, as depicted in the Strandherd Drive Functional Design Plan). It is noteworthy that there is insufficient space between the two right-in/right-out connections along Strandherd Drive to provide appropriate southbound taper and storage lengths at the southern connection. As such, a continuous southbound rightturn lane is proposed from northern right-in/right-out connection to the Strandherd/Maravista intersection. The locations of all four driveway connections satisfy the City s By-Law requirements and their offsets from adjacent intersections and provided throats lengths are considered acceptable. Pedestrians/Transit The proposed Site Plan depicts sidewalks along Strandherd Drive, Fallowfield Road, Jockvale Road and Maravista Drive adjacent to the site. On-site proposed pedestrian facilities consist of sidewalks adjacent to buildings and crosswalks throughout the site, which includes a pedestrian link/area located in the Page 18

23 CitiGate Retail Development Transportation Impact Study July 2014 northeast quadrant of the Strandherd/Maravista intersection. In addition, a potential pedestrian bridge is identified on the proposed Site Plan, which would improve the pedestrian linkage between the site and the future Fallowfield Road extension to the west. In the fullness of time, additional sidewalks will be provided throughout the adjacent communities, connecting pedestrians to transit service and other nearby employment, shopping and recreation opportunities. As previously mentioned, transit service within the vicinity of the site is currently limited. However, the proponent is currently in negotiations with OC Transpo to provide transit services throughout the CitiGate development area. Bicycles A total of 64 bicycle parking spaces are proposed to serve the subject development located at ten different locations throughout the site, which satisfies the City s By-Law requirement for bicycle parking. With the near term widening of Strandherd Drive, bicycle lanes will be provided along both sides Strandherd Drive and Jockvale Road and shared use lanes will be provided along Maravista Drive, as shown on the attached Functional Design Plan. 6. Transportation Demand Management Depending on the nature of a development, Transportation Demand Management (TDM) strategies have the potential to be an integral part of a planned development in order to address and support the City of Ottawa policies with regard to TDM. A number of TDM measures could be considered, including: Improving the quality and safety of pedestrian facilities, such as providing sidewalks and on-site crosswalks with adequate lighting; Safe and secure on-site bicycle parking; Working with OC Transpo to provide bus services adjacent to the site; o Negotiations with OC Transpo are currently being conducted to provide future transit service on and/or adjacent to the site; and Providing change/shower facilities in workplace buildings for use by on-site staff. These strategies can be implemented to help encourage active modes of transportation and to reduce the number of personal vehicles to/from the subject site. 7. Findings, Conclusions and Recommendations Based on the foregoing analysis of the proposed development, the following transportation-related findings, conclusions and recommendations are offered: EXISTING CONDITIONS There are limited pedestrian and bicycle facilities currently provided in the vicinity of the site; Existing transit service within the vicinity of the site is currently limited, however, the proponent is currently in negotiations with OC Transpo to provide transit service on/near the subject site; Page 19

24 CitiGate Retail Development Transportation Impact Study July 2014 Based on recent collision data, there does not appear to be any existing safety issues within the study area; PROJECTED CONDITIONS Projected 2019 and 2029 background traffic volumes were derived from the CitiGate development lands CTS and a 2012 Strandherd/Fallowfield City of Ottawa intersection count; Significant road network changes within the vicinity of the site, include the widening of Strandherd Drive, the signalization of the future Strandherd/Jockvale and Strandherd/Maravista intersections, and the roadway extensions of Fallowfield Road, Jockvale Road, Maravista Drive and Kennevale Drive. The design for the advanced work along Strandherd Drive has been prepared by Novatech and is being/has been reviewed by the City. Construction is planned for ; The proposed development is projected to generate approximately 240 and 1,070 veh/h during the weekday morning and afternoon peak hours, respectively. These projected volumes are an additional 145 veh/h during the critical afternoon peak hour when compared to the projected volumes identified in the CitiGate development lands CTS. When these increase volumes are split between inbound and outbound traffic and distributed to the site s four driveway connections, there will be minimal, if any, net impact; Based on projected traffic volumes, the planned area road network changes identified in the CitiGate development lands CTS will provide sufficient roadway capacity for the projected sitegenerated traffic; Based on the Functional Design Plan for the widening of Strandherd Drive and based on the projected volumes, the two future signalized intersections of Strandherd/Jockvale and Strandherd/Maravista are projected to operate acceptably at full-site build out and 10-years beyond; Full-movement access will be provided to the site from the future Jockvale Road and Maravista Drive extensions, and based on projected volumes, STOP control on the minor approach will be sufficient traffic control at these locations. However, depending on future east-west through traffic volumes along the Maravista Drive and the Jockvale Drive extensions, the driveway connections to the Jockvale Drive and Maravista Drive extensions may require traffic signal control in the future.; Auxiliary turn lanes at recommended at all four proposed driveway connections, and a continuous southbound turn lane is proposed along Strandherd Drive from the northern rightin/right-out site driveway south to the Strandherd/Maravista intersection; The locations of all four driveway connections satisfy the City s By-Law requirements and their offsets from adjacent intersections are considered acceptable; SITE PLAN From review of the Site Plan, the following comments provided are from a transportation perspective and meant to assist in the ongoing approval process. Page 20

25 CitiGate Retail Development Transportation Impact Study July 2014 The proposed amount of vehicle parking is sufficient with respect to the City s minimum By-Law requirements; With regard to on-site circulation, the proposed Site Plan is well laid out and vehicle/truck circulation will operate efficiently; Sufficient turning radii is provided such that delivery, garbage and fire trucks can access/egress the proposed site, loading areas and effectively manoeuver around the proposed site; Sidewalks are proposed throughout the site and along adjacent roadways to link the site to the area s broader pedestrian network; and A total of 64 bicycle parking spaces are proposed to serve the subject development located at ten different locations throughout the site, which satisfies the City s By-Law requirement. Therefore, based on the foregoing, the proposed CitiGate Retail development is recommended from a transportation perspective. Prepared By: Reviewed By: André Jane Sponder, B.A.Sc. Analyst, Transportation Ottawa Operations Gordon R. Scobie, P.Eng. Project Engineer, Transportation Ottawa Operations Attachments Page 21

26 Appendix A Strandherd Drive Functional Design

27 Drawing Frame: 790mm x 534mm City of Ottawa 2008 (Rev.0) Page Setup: ---- TRINITY DEVELOPMENT PROPOSED RIGHT- IN/RIGHT- OUT CONNECTION TO TRINITY SITE STRANDHERD DRIVE FUNCTIONAL DESIGN General Manager Project Manager Contract No. Dwg. No. TO3197TOU 001 Sheet of Asset No. Asset Group Des. Chk'd. J.F. J.F. Dwn. Chk'd. M.B. Utility Circ. No. Index No. J.F. Const. Inspector: Scale: NOTE: No. The location of utilities is approximate only, the exact location should be determined by consulting the municipal authorities and utility companies concerned. The contractor shall prove the location of utilities and shall be responsible for adequate protection from damage. Description By Date (dd/mm/yy) Consultant's Information: H:\ISO\ASP\SO1197\TOU\DWGS\01-Functional\SOII97TOU-Functional.dwg Last Saved: June :02:32 AM Plot Date: June :03:13 AM REVISIONS FUTURE JOCKVALE RD CYCLE TRACK 2.00 SDWK 64m TAPER m RIGHT-TURN STORAGE LANE R=15 WEST ACCESS 4.7 STRANDHERD DR 4.7 R= CYCLE TRACK 2.00 SDWK EAST ACCESS PROPERTY LINE MARAVISTA DR

28 Appendix B Strandherd/Fallowfield Existing Peak Hour Traffic Count

29

30

31 Appendix C Collision Data

32

33 Appendix D Synchro Capacity Analysis: 2019 Projected Conditions

34 Projected AM 1: Strandherd & Jockvale Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm Prot NA pm+pt NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 28.0% 28.0% 28.0% 28.0% 28.0% 28.0% 10.0% 61.9% 10.1% 62.0% 62.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None None None C-Max None C-Max C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D C A D C C D B A A A Approach Delay Approach LOS C C B A Queue Length 50th (m) Queue Length 95th (m) m Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 90 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.75 Intersection Signal Delay: 14.6 Intersection Capacity Utilization 82.7% Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service E Splits and Phases: 1: Strandherd & Jockvale Delcan Synchro 8 - Report

35 Projected AM 5: Strandherd & Maravista Lane Group EBL EBT EBR WBL WBT NBL NBT SBL SBT SBR Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Prot NA pm+pt NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 28.0% 28.0% 28.0% 28.0% 28.0% 10.8% 62.0% 10.0% 61.2% 61.2% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode None None None None None None C-Max None C-Max C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS E D A D C D B A A A Approach Delay Approach LOS D C B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 2:NBT and 6:SBTL, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.65 Intersection Signal Delay: 13.7 Intersection Capacity Utilization 82.6% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service E Splits and Phases: 5: Strandherd & Maravista Delcan Synchro 8 - Report

36 Projected AM 2: Site & Jockvale Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) 2 Median type None None Median storage veh) Upstream signal (m) 162 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A A Approach Delay (s) Approach LOS A Intersection Summary Average Delay 7.4 Intersection Capacity Utilization 21.1% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report