267 O Connor Street Residential Development

Transcription

1 M a y O Connor Street Residential Development Transportation Brief Google 2014 Bing 2014 Prepared for: MASTERCRAFT STARWOOD Prepared by:

2 Study 267 O'Connor Type Street May 2014 Study Residential Name Development February 2011 TB Check List TIS / TB/ CTS Check List prepared for: Mastercraft Starwood 188 Eglinton Ave. East Suite 800 Toronto, ON M4P 2X7 OUR REF:TO3157TOG00 OUR Report Context Municipal address; Location relative to major elements of the existing transportation system (e.g., the site is located in the southwest quadrant of the intersection of Main Street/ First Street, 600metres from the Maple Street Rapid Transit Station); Existing land uses or permitted use provisions in the Official Plan, Zoning By-law, etc.; Proposed land uses and relevant planning regulations to be used in the analysis; Proposed development size (building size, number of residential units, etc.) and location on site; Estimated date of occupancy; Planned phasing of development; Proposed number of parking spaces (not relevant for Draft Plans of Subdivision); Proposed access points and type of access (full turns, right-in/ right-out, turning restrictions, etc. Study area;

3 Study 267 O'Connor Type Street May 2014 Study Residential Name Development February 2011 Existing Conditions Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and posted speed limit; Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other relevant data (e.g., extraordinary lane widths, grades, etc.); Existing access points to adjacent developments (both sides of all roads bordering the site); Existing transit system, including stations and stops; Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks; Existing system operations (V/C, LOS); Major trip generators/ attractors within the Study Area should be indicated. Demand Forecasting General background growth; Not required for TB Other study area developments; Not required for TB Changes to the study area road network; Not required for TB Future background system operations (V/C, LOS, queue lengths): Not required for TB Trip generation rates; Trip distribution and assignment.

4 Study 267 O'Connor Type Street May 2014 Study Residential Name Development February 2011 Impact Analysis Total future system operations (V/C, LOS, queue lengths); Signal and auxiliary lane (device) warrants; Operational/ safety assessment (e.g., sight line assessment where grades are an issue); Storage analysis for closely spaced intersections; Pedestrian and bicycle network connections and continuity; On-site circulation and design; Potential for neighbourhood impacts; and TDM. Not required for modified TB Synchro Files CTS Impact Analysis Network Capacity Analysis; Non-auto network connections and continuity; Potential for community impacts, and TDM. Synchro Files Screenline Analysis

5 267 O Connor Street Residential Development Transportation Brief prepared for: Mastercraft Starwood 188 Eglinton Ave. East Suite 800 Toronto, ON M4P 2X7 prepared by: 1223 Michael Street Suite 100 Ottawa, ON K1J 7T2 May 6, 2014 TO3157TOG00

6 267 O Connor Street Transportation Brief May 2014 Table of Contents 1. Introduction Existing Conditions Area Road Network Pedestrian/Cycling Network Transit Network Existing Study Area Intersections Existing Intersection Operations Demand Forecasting Site Trip Generation Future Traffic Operations Site Plan Review Findings and Recommendations List of Figures Figure 1: Local Context... 1 Figure 2: Proposed Site Plan... 2 Figure 3: Area Transit Network... 4 Figure 4: Existing Peak Hour Traffic Volumes... 6 Figure 5: New and Pass-by Site-Generated Traffic Volumes Figure 6: Existing Site-Generated Traffic Volumes Figure 7: Total Projected Net Traffic Volumes List of Tables Table 1: Existing Performance at Study Area Intersections... 7 Table 2: ITE Trip Generation Rates... 8 Table 3: Modified Person Trip Generation... 8 Table 4: High-Rise Condominium Modal Site Trip Generation... 9 Table 5: Retail Modal Site Trip Generation... 9 Table 6: Total Site Vehicle Trip Generation... 9 Table 7: Projected Performance of Study Area Intersections Appendices Appendix A Current Peak Hour Volumes Appendix B SYNCHRO Capacity Analysis: Existing Conditions Appendix C SYNCHRO Capacity Analysis: Projected Conditions

7 267 O Connor Street Transportation Brief May INTRODUCTION From the information provided, a residential development consisting of approximately 510 high-rise condominium units and approximately 4,300 ft 2 of ground floor retail is being proposed, which will be constructed in 2 phases. The proposed site is bound by O Connor Street to the west, MacLaren Street to the north and Gilmour Street to the south, with access to/from MacLaren Street. The site, which is municipally known as 267 O Connor, is currently occupied by a 6 storey office building and a pay & display parking lot. The local context of the site is provided as Figure 1 and the proposed Site Plan is provided as Figure 2. Figure 1: Local Context Based on the ensuing trip generation and our review of the City s Transportation Impact Assessment Guidelines (TIA), the proposed development is projected to generate a net increase of less than the City s threshold for requiring a Transportation Impact Assessment. As such, no further traffic analysis is required. However, this modified Transportation Brief has been prepared to assist in the application/review process and captures only the relevant transportation issues, which are as follows: Existing traffic conditions at adjacent intersections; Future site trip generation; and Site Plan issues, including pedestrian access, proposed vehicle access, parking, loading and circulation layout. For the purpose of this assessment, projected conditions assumes full build-out of Phases 1 and 2. 1

8 Figure 2: Proposed Site Plan

9 267 O Connor Street Transportation Brief May EXISTING CONDITIONS 2.1 Area Road Network O Connor Street is an arterial roadway, which operates one-way in the southbound direction. Within the study area, O Connor Street has a four-lane cross section and an unposted speed limit understood to be 50 km/h. On-street parking is permitted along the east side of the road outside morning and afternoon peak hours and along the west side of the road outside the afternoon peak hour. Metcalfe Street is an arterial roadway, which operates one-way in the northbound direction. Within the study area, Metcalfe Street has a three-lane cross section and an unposted speed limit understood to be 50 km/h. On-street parking is permitted along the east side of the road outside morning and afternoon peak hours. MacLaren Street is a local roadway, which operates one-way in the westbound direction. Its cross section consists of a single travel lane with on-street parking provided along the north side of the road. The unposted speed limit along MacLaren Street is understood to be 50 km/h. Gilmour Street is a local roadway, which operates one-way in the eastbound direction. Its cross section consists of a single travel lane with on-street parking provided along the north side of the road. The unposted speed limit along Gilmour Street is understood to be 50 km/h. 2.2 Pedestrian/Cycling Network According to the City s Cycling Plan, O Connor Street and Metcalfe Street are classified as spine cycling routes. Identified suggested routes, according to the City s Cycling Plan, are along Somerset Street West, located one block north of the study area and along Elgin Street, located one block east of the study area. Sidewalks are currently provided along both sides of all study area roadways connecting pedestrians to transit service and other adjacent development/recreational facilities. 2.3 Transit Network Transit service within the vicinity of the site is currently provided by OC Transpo Routes #1, 2, 5, 6, 7 and 14. Regular Routes #1, 2, 5, 7 and 14 provide frequent all-day service and Peak Route #6 provides service during the peak hours only. Bus stops for Routes #1, 2 and 7 are located along Bank Street, approximately 250 m from the subject site and bus stops for Routes #5, 6, and 14 are located along Elgin Street, approximately 350 m from the subject site. Rapid transit service is also provided along Slater Street and Albert Street approximately 650 m to 700 m north of the subject site. 3

10 267 O Connor Street Transportation Brief May 2014 Figure 3: Area Transit Network 2.4 Existing Study Area Intersections O Connor/MacLaren 1 The O Connor/MacLaren intersection is an unsignalized four-legged intersection with STOP control on the minor westbound approach only. The westbound approach consists of a single left-turn lane and a narrow through lane for bicycles only. The southbound approach consists of three through lanes and a shared through/rightturn lane. O Connor Street and MacLaren Street both operate as one-way roadways in the south and westbound directions, respectively. The westbound through movement is restricted to bicycles only. 1 On-street parking is permitted along the west side of O Connor Street during the morning peak hour only. As such, O Connor Street was assessed as a three lane roadway during the morning peak hour and as a four lane roadway during the afternoon peak hour. 4

11 267 O Connor Street Transportation Brief May 2014 Metcalfe/MacLaren The Metcalfe/MacLaren intersection is a signalized four-legged intersection. The northbound approach consists of two through lanes and a shared through/leftturn lane. The westbound approach consists of a shared through/right-turn lane. Metcalfe Street and MacLaren Street both operate as one-way roadways in the north and westbound directions, respectively. O Connor/Gilmour 2 The O Connor/Gilmour intersection is a signalized four-legged intersection. The southbound approach consists of three through lanes and a shared through/leftturn lane. The eastbound approach consists of a shared through/right-turn lane. O Connor Street and Gilmour Street both operate as one-way roadways in the south and eastbound directions, respectively. Metcalfe/Gilmour The Metcalfe/Gilmour intersection is a signalized four-legged intersection. The northbound approach consists of two through lanes and a shared through/rightturn lane. The eastbound approach consists of a shared through/left-turn lane. Metcalfe Street and Gilmour Street both operate as one-way roadways in the north and eastbound directions, respectively. 2.5 Existing Intersection Operations Illustrated as Figure 4, are the most recent weekday morning and afternoon peak hour traffic volumes obtained from the City of Ottawa for the O Connor/Gilmour, Metcalfe/MacLaren and Metcalfe/Gilmour intersections. Peak hour traffic volumes, also included in Figure 4, were collected by Delcan (March 2014) at the unsignalized 2 On-street parking is permitted along the west side of O Connor Street during the morning peak hour only. As such, O Connor Street was assessed as a three lane roadway during the morning peak hour and as a four lane roadway during the afternoon peak hour. 5

12 STOP 267 O Connor Street Transportation Brief May 2014 O Connor/MacLaren intersection and the existing site driveway connection to O Connor Street. These peak hour traffic volumes are included as Appendix A. Figure 4: Existing Peak Hour Traffic Volumes 45(43) 585(1251) 5(3) 93(112) 98(115) MacLaren 39(35) 67(50) 585(1251) 28(6) 641(1313) 37(50) 10(32) SITE Gilmour Metcalfe 56(35) 898(424) 68(61) 54(74) O'Connor xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 21(47) 45(81) 1108(702) 37(57) The following Table 1 provides a summary of existing traffic operations at study area intersections based on the SYNCHRO (V8) traffic analysis software. The subject intersections were assessed in terms of the volume-to-capacity (v/c) ratio and the corresponding Level of Service (LoS) for the critical movement(s). The subject intersections as a whole were assessed based on a weighted v/c ratio and the Synchro model output of existing conditions is provided within Appendix B. 6

13 267 O Connor Street Transportation Brief May 2014 Table 1: Existing Performance at Study Area Intersections Weekday AM Peak (PM Peak) Intersection Critical Movement Intersection as a Whole max. v/c LoS or avg. Movement Delay (s) LoS v/c delay (s) Metcalfe/MacLaren A(A) 0.35(0.19) NBT(WBT) 3.2(3.3) A(A) 0.34(0.17) O'Connor/Gilmour A(A) 0.34(0.38) EBT(EBT) 7.4(7.2) A(A) 0.25(0.36) Metcalfe/Gilmour A(A) 0.44(0.29) NBT(NBT) 9.6(10.1) A(A) 0.42(0.28) O Connor/MacLaren B(B) 11.0(13.3) WBL(WBL) 1.5(1.1) - - 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 1, SYNCHRO analysis indicates that study area intersections as a whole and their respective critical movements are currently operating at an excellent LoS B or better during both peak hours. Field observations confirm these findings. During peak hours, field observations revealed sufficient gaps were created by the signalized O Connor/Summerset intersection (north of O Connor/MacLaren intersection), such that vehicles on MacLaren Street are able to turn left onto O Connor Street with minimal delay. Further south on O Connor Street, towards HWY 417, lengthy southbound queues were observed extending from the O Connor/Isabella intersection, however, these queues did not spill back to study area intersections. It should also be noted that a total of 8 westbound through vehicles were observed at the O Connor/MacLaren intersection during peak hours. As previously mentioned, this movement is restricted to bicycles only. 3. DEMAND FORECASTING 3.1 Site Trip Generation Appropriate vehicle trip generation rates for the proposed development, consisting of approximately 510 high-rise condominium units and approximately 4,300 ft 2 of ground floor retail, were obtained from the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual, which are summarized in Table 2. 7

14 267 O Connor Street Transportation Brief May 2014 Table 2: ITE Trip Generation Rates Land Use High-Rise Condominiums Data Source ITE 232 Specialty Retail ITE 826 AM Peak T = 0.34(du); T = 0.29(du) T = 1.36(X); T = 1.20(X) Notes: T = Average Vehicle Trip Ends du = dwelling units X = 1000 ft 2 Gross Floor Area Specialty Retail AM Peak is assumed to be 50% of the PM Peak Trip Rates PM Peak T = 0.38(du); T = 0.34(du) T = 2.71(X); T = 2.40(X) As 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 more urban study area context were applied to attain estimates of person trips for the proposed development. This approach is considered appropriate within the industry for urban infill developments. 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 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/non-motorized modal shares of less than 10%. As such, the person trip generation for the proposed development is summarized in Table 3. Table 3: Modified Person Trip Generation AM Peak (persons/h) PM Peak (persons/h) Land Use Area In Out Total In Out Total High-Rise 510 du Condominiums Specialty Retail 4,300 ft Total Person Trips 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 3 for the proposed development were then reduced by modal share values based on the site s location and proximity to adjacent communities, employment, shopping uses and transit availability. Modal share values for the residential component of the proposed development are summarized in Table 4. 8

15 267 O Connor Street Transportation Brief May 2014 Table 4: High-Rise Condominium Modal Site Trip Generation Mode AM Peak (persons/h) PM Peak (persons/h) Travel Mode Share In Out Total In Out Total Auto Driver 40% Auto Passenger 10% Transit 25% Non-motorized 25% Total Person Trips 100% Total New Auto Trips Given the local context of the retail component of the proposed development, and the likelihood that it will mainly serve on-site residents/existing pedestrians along O Connor Street, it is reasonable to assume that it will generate a high non-motorized modal share. In addition, it is reasonable to assume a high auto mode pass-by value for the retail component of the proposed development, given the retail will not be a destination for many drivers due to its local context and size. As such, the modal share values for the retail component of the proposed development are summarized in Table 5. Table 5: Retail Modal Site Trip Generation Mode AM Peak (persons/h) PM Peak (persons/h) Travel Mode Share In Out Total In Out Total Auto Driver 20% Auto Passenger 10% Transit 10% Non-motorized 60% Total Person Trips 100% Less 50% Pass-by Total New Auto Trips The following Table 6 provides a summary of the total projected site vehicle trip generation. Table 6: Total Site Vehicle Trip Generation Land Use AM Peak (veh/h) PM Peak (veh/h) In Out Total In Out Total High-Rise Condominiums Specialty Retail Less Retail Pass-by Total New Auto Trips As shown in Table 6, the resulting number of potential new two-way vehicle trips for the proposed development is approximately 96 and 104 veh/h during the weekday morning and afternoon peak hours, respectively. 9

16 STOP 267 O Connor Street Transportation Brief May 2014 These new trips were then distributed based on the site s connectivity to the existing road network and our knowledge of the surrounding area. The resultant distribution is assumed to be: 60% to/from the south via O Connor Street and Metcalfe Street; 30% to/from the north via O Connor Street and Metcalfe Street; and 10% to/from the west via Gilmour Street and MacLaren Street. 100% Given the proposed development is located approximate 800 m (approximately 10 minute walking distance) from the center of Ottawa s Downtown Central Business District area, it is reasonable to assume the majority of site-generated trips to/from the north will be nonmotorized person trips. Therefore, with respect to vehicle site-generated trips, the majority will be to/from the south, towards the HWY 417. Based on the assumed distributions, new and pass-by site-generated trips were assigned to study area intersections and are illustrated as Figure 5. It should be noted that no onsite commercial parking is proposed for the subject development. Therefore, only residential site-generated trips were assigned to the proposed site driveway connection to MacLaren Avenue and retail site-generated trips were assigned to on-street parking. This is reflected in Figure 5. Figure 5: New and Pass-by Site-Generated Traffic Volumes 6(19) 76(39) 1(1) 18(61) MacLaren 2(6) O'Connor 46(24) 35(35) SITE 75(38) Metcalfe 17(56) 23(13) Gilmour 28(31) 7(4) 12(38) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 10

17 STOP 267 O Connor Street Transportation Brief May 2014 Given the proposed site is currently occupied by an approximate 50,000 ft 2 office building and a pay/display parking lot, which will be replaced by the proposed development, peak hour traffic counts were conducted at the existing site driveway connection to O Connor Street to obtain existing peak hour site-generated trips. Assuming the same traffic distribution as the new site-generated trips, the observed office/parking lot sitegenerated trips were removed from the study area network to obtain a net increase in total projected peak hour traffic volumes. Existing office/parking lot site-generated traffic is illustrated as Figure 6 and it equates to 38 veh/h two-way total during both the morning and afternoon peak hours. Removing the office/parking lot site-generated traffic, the projected net increase in study area traffic is approximately 58 and 66 veh/h during the weekday morning and afternoon peak hours, respectively. This amount of new traffic equates to approximately 1 new vehicle every minute. Figure 6: Existing Site-Generated Traffic Volumes 8(2) 20(4) 20(4) MacLaren 3(1) 28(6) 17(3) 3(10) 10(32) SITE Metcalfe 6(19) 4(13) Gilmour O'Connor xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 3(10) 1(3) 17(3) 11

18 STOP 267 O Connor Street Transportation Brief May FUTURE TRAFFIC OPERATIONS For the purpose of this study, the total projected traffic volumes were derived by superimposing site-generated traffic volumes (Figure 5) onto existing traffic volumes (Figure 3) and existing office/parking lot site-generated traffic volumes (Figure 6) were removed (i.e. Figure 5 + Figure 3 Figure 6 = Total net projected traffic volumes). The resulting total net projected traffic volumes are illustrated as Figure 7. Figure 7: Total Projected Net Traffic Volumes 45(43) 583(1268) 5(3) 149(147) 79(112) 18(61) MacLaren 39(35) 66(55) O'Connor 681(1318) 68(72) SITE 75(38) Metcalfe 56(88) 918(427) Gilmour 68(61) 54(74) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 46(68) 51(82) The following Table 7 provides a summary of projected performances of study area intersections at full site build-out. The SYNCHRO model output of projected conditions is provided within Appendix C. Table 7: Projected Performance of Study Area Intersections Weekday AM Peak (PM Peak) Intersection Critical Movement Intersection as a Whole max. v/c LoS or avg. Movement Delay (s) LoS v/c delay (s) Metcalfe/MacLaren A(A) 0.35(0.20) NBT(WBT) 3.3(3.0) A(A) 0.34(0.19) O'Connor/Gilmour A(A) 0.34(0.38) EBT(EBT) 7.3(7.2) A(A) 0.26(0.37) Metcalfe/Gilmour A(A) 0.43(0.31) NBT(NBT) 9.8(10.0) A(A) 0.41(0.31) O Connor/MacLaren B(B) 11.5(13.9) WBL(WBL) 2.3(1.4) - - MacLaren/Site A(B) 9.6(10.4) NBL(NBL) 5.0(4.1) - - Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. 1103(737) 37(57) 12

19 267 O Connor Street Transportation Brief May 2014 As shown in Table 7, with no signal timing plan modifications, the signalized study area intersections, as a whole, are projected to operate at an excellent LoS A during both peak hours, similar to existing conditions summarized in Table 1. The critical movements are also projected to operate similar to existing conditions. It should be noted that the site proposed driveway connection will be to MacLaren Street, and the existing site driveway along O Connor Street will be removed. This is considered beneficial, as the driveway connection will be to a local roadway with lower traffic volumes, as opposed to an arterial roadway carrying higher traffic volumes. This will result in a safer environment for drivers to/from the proposed development. With respect to the unsignalized O Connor/MacLaren intersection, it is projected to continue operating acceptably. As mentioned previously, sufficient gaps will be created by adjacent signalized intersections for vehicles to turn left onto O Connor Street from MacLaren Street with minimal delay. 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 as Figure 2. Parking A total of 309 vehicle parking spaces are proposed to serve the subject development, which includes 254 residential, 50 visitor and 5 commercial spaces. This proposed amount of parking does not satisfy the minimum parking requirement of 320 spaces, with respect to the City s Zoning By-Law requirements for Area B, identified in Schedule 1 of the City s Zoning By-Law. As such, the proponent will likely be required to seek a By-Law variance for the proposed amount of parking for the subject development. Site Circulation With regard to on-site circulation, the proposed parking garage is laid out effectively, such that two-way traffic can be effectively accommodated with aisle widths noted as 6.7 m. The proposed parking space dimensions are noted as 5.2 m in length and 2.6 m in width. The identified small car parking spaces (a total of 21 spaces) are noted as 2.6 m in width and 4.4 m in length. The proponent will likely be required to seek a By-Law variance with respect to the small car parking space dimensioning, as the By-Law states that a minimum length of 4.6 m is required. The ramp providing access to the lower level parking is noted as having an acceptable 15% grade, as long as appropriate transition grades are provided particularly at the top of the ramp approaching the sidewalk, and signage prohibiting pedestrians from the ramp is installed. If exposed to the elements, a subsurface melting device sufficient to keep the access ramp free of ice at all times would be of benefit in terms of safety. 13

20 267 O Connor Street Transportation Brief May 2014 Access Requirements Based on projected volumes and proximity to adjacent intersections, additional traffic control/auxiliary turn lanes are not warranted or required at the proposed driveway connection to MacLaren Street. Pedestrians/Transit To connect pedestrians to transit service and other nearby employment, shopping and recreation opportunities, sidewalks are currently provided along both sides of all study area roads. OC Transpo bus stops for Routes #1, 2, 5, 6, 7 and 14 are located along Bank Street and Elgin Street, approximately 250 to 350 m from the subject site. The rapid transit corridor is located along Slater Street and Albert Street approximately 650 to 700 m north of the subject site. Bicycles A total of 259 bicycle parking spaces will be provided on parking level 1, close to main building entrances/in well-lit areas, which satisfies the City s By-Law requirements. 6. FINDINGS AND RECOMMENDATIONS Based on the foregoing analysis of the proposed development, the following transportation-related conclusions are offered: Study area intersections are currently operating at an acceptable Level of Service during the weekday morning and afternoon peak hours; The existing on-site development, which will be demolished, generates approximately 38 veh/h two-way total during both the morning and afternoon peak hours; The proposed development is projected to generate approximately 96 and 104 veh/h during the weekday morning and afternoon peak hours (a net increase of 58 and 66 veh/h), respectively. The resultant net volumes equate to approximately 1 new vehicle every minute. This amount of new traffic is considered relatively insignificant with no measureable impact on the operations of adjacent intersections; Future traffic conditions at study area intersections are projected to operate similar to existing conditions; The site s on-site circulation and parking layout is well arranged and meets By-Law requirements. However, the proposed total parking supply and the dimensioning of small car parking spaces do not meet By-Law requirements and will likely require a By-Law variance; 14

21 267 O Connor Street Transportation Brief May 2014 The parking garage access/egress ramp grades are noted as 15%. Appropriate transition grades should be provided, particularly on the approach to the sidewalk to ensure proper sight lines. Based on the foregoing, the proposed development fits well into the context of the surrounding area, and its location and design serves to promote use of walking, cycling, and transit modes, thus supporting City of Ottawa policies, goals and objectives with respect to redevelopment, intensification and modal share. Therefore, the proposed 267 O Connor Street residential 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

22 Appendix A Current Peak Hour Traffic Counts

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26 DIRECTIONAL TRAFFIC FLOW Intersection: O Connor at MacLaren DATE: Day: 20 Month: March Year: 2014 Day of Week: Thursday Observer: Alex Buck Weather: Clear Chkd by: Date: Street Name: MacLaren TIME PERIOD: From: 8 : 00 To: 9 : 00 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. 45 Pass. Vehicles Trks Bus Street Name: O Connor N Bus Trks Pass. Vehicles 5 93 Pass. Vehicles Trks Bus Street Name: MacLaren Street Name: O Connor Bus Trks Pass. Vehicles

27 DIRECTIONAL TRAFFIC FLOW Intersection: O Connor at MacLaren DATE: Day: 20 Month: March Year: 2014 Day of Week: Thursday Observer: Alex Buck Weather: Clear Chkd by: Date: Street Name: MacLaren TIME PERIOD: From: 4 : 15 To: 5 : 15 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. 43 Pass. Vehicles Trks Bus Street Name: O Connor N Bus Trks Pass. Vehicles Pass. Vehicles Trks Bus Street Name: MacLaren Street Name: O Connor Bus Trks Pass. Vehicles

28 DIRECTIONAL TRAFFIC FLOW Intersection: O Connor at Site DATE: Day: 25 Month: March Year: 2014 Day of Week: Tuesday Observer: Alex Buck Weather: Clear Chkd by: Date: Street Name: DNE TIME PERIOD: From: 8 : 00 To: 9 : 00 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. 28 Pass. Vehicles Trks Bus Street Name: O Connor N Bus Trks Pass. Vehicles 10 Pass. Vehicles Trks Bus Street Name: Site Street Name: O Connor Bus Trks Pass. Vehicles

29 DIRECTIONAL TRAFFIC FLOW Intersection: O Connor at Site DATE: Day: 25 Month: March Year: 2014 Day of Week: Tuesday Observer: Alex Buck Weather: Clear Chkd by: Date: Street Name: DNE TIME PERIOD: From: 4 : 00 To: 5 : 00 Instructions: 1) Use tally marks to indicate vehicles. 2) Use one sheet for each 15-minute period. 6 Pass. Vehicles Trks Bus Street Name: O Connor N Bus Trks Pass. Vehicles 32 Pass. Vehicles Trks Bus Street Name: Site Street Name: O Connor Bus Trks Pass. Vehicles

30 Appendix B SYNCHRO Capacity Analysis: Existing Conditions

31 Existing AM 2: Metcalfe & MacLaren Lane Group WBT NBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 8 2 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 33.3% 66.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS 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 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 59 (79%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.35 Intersection Signal Delay: 3.2 Intersection Capacity Utilization 45.1% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 2: Metcalfe & MacLaren Delcan Synchro 8 - Report

32 Existing AM 3: O'Connor & Gilmour Lane Group EBT SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 4 6 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 28.0% 72.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 46 (61%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.34 Intersection Signal Delay: 7.4 Intersection Capacity Utilization 38.7% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 3: O'Connor & Gilmour Delcan Synchro 8 - Report

33 Existing AM 4: Metcalfe & Gilmour Lane Group EBT NBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 4 2 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 36.0% 64.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A Approach Delay Approach LOS A A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 58 (77%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.44 Intersection Signal Delay: 9.6 Intersection Capacity Utilization 49.7% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 4: Metcalfe & Gilmour Delcan Synchro 8 - Report

34 Existing AM 1: O'Connor & MacLaren Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 88 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 # WB 1 SB 1 SB 2 SB 3 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 25.4% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

35 Existing PM 2: Metcalfe & MacLaren Lane Group WBT NBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 8 2 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 33.3% 66.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 56 (75%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.19 Intersection Signal Delay: 3.3 Intersection Capacity Utilization 35.9% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 2: Metcalfe & MacLaren Delcan Synchro 8 - Report

36 Existing PM 3: O'Connor & Gilmour Lane Group EBT SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 4 6 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 28.0% 72.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 62 (83%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.38 Intersection Signal Delay: 7.2 Intersection Capacity Utilization 43.7% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 3: O'Connor & Gilmour Delcan Synchro 8 - Report

37 Existing PM 4: Metcalfe & Gilmour Lane Group EBT NBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 4 2 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 36.0% 64.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A Approach Delay Approach LOS C A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 52 (69%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.29 Intersection Signal Delay: 10.1 Intersection Capacity Utilization 42.3% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service A Splits and Phases: 4: Metcalfe & Gilmour Delcan Synchro 8 - Report

38 Existing PM 1: O'Connor & MacLaren Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 88 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 # WB 1 SB 1 SB 2 SB 3 SB 4 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1.1 Intersection Capacity Utilization 33.3% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

39 Appendix C SYNCHRO Capacity Analysis: Projected Conditions

40 Projected AM 2: Metcalfe & MacLaren Lane Group WBT NBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 8 2 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 33.3% 66.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS 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 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 59 (79%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.35 Intersection Signal Delay: 3.3 Intersection Capacity Utilization 45.5% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 2: Metcalfe & MacLaren Delcan Synchro 8 - Report

41 Projected AM 3: O'Connor & Gilmour Lane Group EBT SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 4 6 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 28.0% 72.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 46 (61%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.34 Intersection Signal Delay: 7.3 Intersection Capacity Utilization 38.7% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 3: O'Connor & Gilmour Delcan Synchro 8 - Report

42 Projected AM 4: Metcalfe & Gilmour Lane Group EBT NBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 4 2 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 36.0% 64.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 58 (77%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.43 Intersection Signal Delay: 9.8 Intersection Capacity Utilization 49.6% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 4: Metcalfe & Gilmour Delcan Synchro 8 - Report

43 Projected AM 1: O'Connor & MacLaren Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 88 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 # WB 1 SB 1 SB 2 SB 3 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 2.3 Intersection Capacity Utilization 28.6% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

44 Projected AM 5: Site & MacLaren 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) Median type None None Median storage veh) Upstream signal (m) 130 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 # WB 1 NB 1 Volume Total Volume Left Volume Right 0 0 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 5.0 Intersection Capacity Utilization 16.5% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

45 Projected PM 2: Metcalfe & MacLaren Lane Group WBT NBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 8 2 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 33.3% 66.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 56 (75%), Referenced to phase 2:NBTL, Start of Green Natural Cycle: 45 Control Type: Pretimed Maximum v/c Ratio: 0.20 Intersection Signal Delay: 3.0 Intersection Capacity Utilization 36.2% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 2: Metcalfe & MacLaren Delcan Synchro 8 - Report

46 Projected PM 3: O'Connor & Gilmour Lane Group EBT SBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 4 6 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 28.0% 72.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 62 (83%), Referenced to phase 6:SBTL, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.38 Intersection Signal Delay: 7.2 Intersection Capacity Utilization 44.1% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 3: O'Connor & Gilmour Delcan Synchro 8 - Report

47 Projected PM 4: Metcalfe & Gilmour Lane Group EBT NBT Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA Protected Phases 4 2 Permitted Phases Minimum Split (s) Total Split (s) Total Split (%) 36.0% 64.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A Approach Delay Approach LOS B A Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn 0 0 Spillback Cap Reductn 0 0 Storage Cap Reductn 0 0 Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 52 (69%), Referenced to phase 2:NBT, Start of Green Natural Cycle: 50 Control Type: Pretimed Maximum v/c Ratio: 0.31 Intersection Signal Delay: 10.0 Intersection Capacity Utilization 42.9% Analysis Period (min) 15 Intersection LOS: B ICU Level of Service A Splits and Phases: 4: Metcalfe & Gilmour Delcan Synchro 8 - Report