GASOLINE SERVICE STATION 1618, 1622 ROGER STEVENS DRIVE OTTAWA, ONTARIO TRANSPORTATION IMPACT ASSESSMENT. Prepared for:

Transcription

1 GASOLINE SERVICE STATION 1618, 1622 ROGER STEVENS DRIVE OTTAWA, ONTARIO TRANSPORTATION IMPACT ASSESSMENT Prepared for: Invecta Development (Ottawa) Corporation 758 Shanks Height Milton, ON L9T 7P7 May 17, TIA Report_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE STEP 1 - SCREENING... 1 STEP 2 - SCOPING... 1 MODULE 2.1 Existing and Planned Conditions... 1 MODULE 2.2 Study Area and Time Periods... 5 MODULE 2.3 Exemptions Review... 5 STEP 3 FORECASTING... 7 MODULE 3.1 Development-Generated Travel Demand... 7 MODULE 3.2 Background Network Travel Demands MODULE 3.3 Demand Rationalization STEP 4 ANALYSIS MODULE 4.1 Development Design MODULE 4.2 Parking MODULE 4.3 Boundary Street Design MODULE 4.4 Access Intersection Design MODULE 4.5 Transportation Demand Management MODULE 4.6 Neighbourhood Traffic Management MODULE 4.7 Transit...25 MODULE 4.8 Review of Network Concept MODULE 4.9 Intersection Design APPENDIX LIST OF FIGURES 2.1 SITE LOCATION PLAN CONCEPTUAL SITE PLAN WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS PEAK AM AND PM HOUR SITE GENERATED PRIMARY TRIPS PEAK AM AND PM HOUR SITE GENERATED PASS-BY TRIPS PEAK AM AND PM HOUR BACKGROUND TRAFFIC PEAK AM AND PM HOUR BACKGROUND TRAFFIC PEAK AM AND PM HOUR TOTAL TRAFFIC PEAK AM AND PM HOUR TOTAL TRAFFIC... 21

3 LIST OF TABLES 2.1 COLLISION SUMMARY EXEMPTIONS TO THE TIA STUDY REPORT LAND USE AND DEVELOPMENT AREA TRIP GENERATION RATES PEAK HOUR SITE TRIPS GENERATED VEHICLE-TRIPS FUTURE MODE SHARE SUMMARY FUTURE DEVELOPMENT GENERATED PERSON-TRIPS PRIMARY AND PASS-BY TRIPS SITE ACCESSES & ROGER STEVENS INTERSECTIONS LoS & Control Delay ROGER STEVENS & FIRST LINE INTERSECTION LoS & Control Delay PEDESTRIAN LEVEL OF SERVICE (PLOS) Street Segments BICYCLE LEVEL OF SERVICE (BLOS) Street Segments TRUCK LEVEL OF SERVICE (TkLOS) Street Segments MULTI-MODAL (MMLOS) SUMMARY TABLE... 26

4 GASOLINE SERVICE STATION 1618, 1622 ROGER STEVENS DRIVE OTTAWA, ONTARIO TRANSPORTATION IMPACT ASSESSMENT STEP 1 - SCREENING A Screening Form has been prepared which is included as Exhibit 1 in the Appendix. The Trip Generation, Location and Safety Triggers have all been triggered in the Screening Form. It is recommended that the assessment study proceed to the Scoping Document. The following will address the requirements of the Scoping Document. STEP 2 - SCOPING MODULE 2.1 Existing and Planned Conditions Element Proposed Development Invecta Development (Ottawa) Corporation is preparing a Site Plan Application for the development of a parcel of land at 1618 and 1622 Roger Stevens Drive just outside the Village of Kars in the City of Ottawa. The site will consist of a service station with 8 fuelling positions and a C-Store convenience mart with a drive-through. Figure 2.1 shows the location of the site. The total site is ha. (1.58 ac.) in size. The 1622 Roger Stevens Drive portion of the site has one unoccupied building and is zoned Rural Commercial Zone (RC2) which permits a gas bar and a gas bar/drive-through. The building currently has one exclusive access and a second access which is shared with the Tubman Funeral Homes. The 1618 Roger Stevens portion of the site consists of vacant land which is currently zoned Development Reserve Zone (DR1). The development would be constructed in a single phase with completion of the site expected in the year The site will contain 8 fuelling positions for vehicles, and a C-Store convenience mart with a gross floor area of 290 m 2 which will include a Quick Service Restaurant (QSR) with a drive-through window. The site would provide 20 parking spaces and 1 barrier free spaces. A bicycle rack will be provided close to the convenience store entrance. The site would have two accesses. The westerly access is a new access with a width of 9.0 m. located approximately 10 m west of the existing access to the lands. The easterly access would be 11.5 m in width including a 1.5 m painted median, and would be shared with the Tubman Funeral Homes which is adjacent to the east limit of the site. Both accesses would be a full movement access with one lane entering and one lane exiting the site. Figure 2.2 provides a conceptual site plan of the development.

5 2 FIGURE 2.1 SITE LOCATION PLAN

6 3 FIGURE 2.2 CONCEPTUAL SITE PLAN

7 4 Element Existing Conditions The gas bar site is located on the south site of Roger Stevens Drive approximately 600 m west of First Line Road (Rideau Valley Drive S). Roger Stevens Drive is an east-west two lane rural arterial road under the jurisdiction of the City of Ottawa. The road has a pavement width of 7.0m (white line to white line). Roger Stevens Drive (OR 6) has no sidewalks or cycling facilities along the road. The City of Ottawa Transportation Master Plan (TMP) identifies the road as a Spine Route in the Cycling Network Primary Rural map. The speed limit is 70 km./h. which changes to 80 km./h. approximately 120 m west of the site. Approximately 600 m east of the site is First Line Road (Rideau Valley Drive S). First Line Road is the portion of the road north of Roger Stevens Drive, and Rideau Valley Drive S is the portion south of Roger Stevens Drive. The roads are two lane rural roads under the jurisdiction of the City of Ottawa. The TMP designates First Line Road as a north-south collector road and Rideau Valley Drive S as an arterial road. Both roads do not contain pedestrian sidewalks or onroad cycling facilities. Rideau Valley Drive S does have a multi-use pathway along the east side of the road south of Roger Stevens Drive. First Line Road has a posted speed limit of 60 km./h. and Rideau Valley Drive S a posted speed limit of 50 km./h. The intersection of Roger Stevens Drive and First Line Road is an all-way stop controlled intersection. All approaches to the intersection consist of one shared left/through/right lane with no exclusive turn lanes. The Village of Kars and the lands in close proximity to the site are not served by OC Transpo. Collision reports were obtained from the City of Ottawa through Open Data Ottawa for the years 2014, 2015 and 2016 for Roger Stevens Drive between Second Line Road and Dorack Drive which covers the length of road across the frontage of the site. There were no collisions reported at the Roger Stevens/First Line intersection. Table 2.1 summarizes the collisions. TABLE 2.1 COLLISION SUMMARY YEAR COLLISION TYPE REAR-END ANGULAR TURNING OTHER (SMV) Roger Stevens Drive between Second Line Road and Dorack Drive TOTAL

8 5 Traffic counts were taken by the consultant at the intersection of Roger Stevens Drive and First Line Road on March 6, Figure 2.3 shows the peak AM and PM hour traffic counts, with the 15 minute counts provided as Exhibit 2 in the Appendix. Element Planned Conditions The Transportation Master Plan 2013 does not identify any roadway modifications planned along Roger Stevens Drive, First Line Road and Rideau Valley Drive S in the vicinity of the site. There has been some small residential estate lot developments in recent years in the Village of Kars, with no large developments planned for the immediate area in the foreseeable future. MODULE 2.2 Study Area and Time Periods Element Study Area The site generated trips to/from the gas bar would mainly comprise of pass-by trips from people traveling to and from work. The number of new trips along the surrounding roads would be small, therefore the study area will include the two proposed site accesses onto Roger Stevens Drive, and the all-way stop controlled intersection of Roger Stevens Drive and First Line Road. Element Time Periods With the gas bar clientele comprising mainly of pass-by traffic, the peak hours of the gas bar would coincide with the peak hours of the adjacent road. Traffic counts taken on March 6, 2018 along Roger Stevens Drive determined the peak AM hour to occur between 7:15 and 8:15, and the peak PM hour between 4:15 and 5:15. The TIA study would assume the site to have the same weekday peak AM and PM hour as the adjacent roads. Element Horizon Years The gas bar would be constructed in one phase with the site expected to be completed and operational by the year MODULE 2.3 Exemptions Review The exemptions, which provide possible reductions to the scope of work of the TIA Study, were examined using Table 4: Possible Exemptions which is provided in the City s Transportation Impact Assessment Guidelines (2017). Utilizing the table, the following lists the possible exemptions proposed for the TIA Study report:

9 6 FIGURE WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS

10 7 MODULE ELEMENT EXEMPTION CONSIDERATIONS Design Review Component 4.1 Development Design 4.2 Parking Network Impact Component 4.5 Transportation Demand Management 4.6 Neighbourhood Traffic Management 4.8 Network Concept Circulation and Access No - Access to the development and site circulation will be examined New Street Networks Yes - Only required for subdivisions Parking Supply Spillover Parking All Elements Adjacent Neighbourhoods No - the supply of parking will be discussed. Yes - Parking is not expected to be a problem as parking demand is small. Yes A gas bar has few employees and would not benefit from TDM. Yes The site will have access onto an arterial road with few new trips. Yes - The site would not generate more than 200 person-trips per peak hour in excess of the volume permitted by established zoning. STEP 3 - FORECASTING MODULE 3.1 Development-Generated Travel Demand Element Trip Generation and Mode Shares The proposed development consists of a gas bar with 8 fuelling positions and a C-Store convenience mart with a drive-through. The drive-through is for a quick service restaurant (QSR) connected to the C-Store. Table 3.1 provides an inventory of the proposed land uses and gross floor area for the gasoline service station. TABLE 3.1 LAND USE AND DEVELOPMENT AREA Land Use Development Area Gas Bar 8 Fuelling positions C-Store convenience mart and Quick Service Restaurant (QSR) 290 3,121.5 m 2 ft 2

11 8 The site generated trips were determined for the uses listed in Table 3.1 from the statistical trip data documented in the Institute of Transportation Engineers (ITE) publication, Trip Generation Manual. The analysis used the average trip rate for each ITE Land Use. The trip rates for all uses are shown in Table 3.2. TABLE 3.2 TRIP GENERATION RATES BUILDING USE Gas Bar and Convenience Mart Quick Service Restaurant (QSR) ITE LAND USE Gasoline/Service Station with Convenience Market ITE 945 Coffee/Donut Shop with Drive- Through Window ITE 937 TRIP GENERATION RATE Peak AM Hr. Peak PM Hr T/Position T/Position T/1000/ft T/1000/ft 2 The trip generation rates of Table 3.2 were applied to the number of fuelling positions and gross floor area identified in Table 3.1. The product is the weekday peak AM and PM hour site generated vehicle-trips which are shown in Table 3.3. TABLE 3.3 PEAK HOUR SITE TRIPS GENERATED VEHICLE-TRIPS PEAK HOUR TRIPS BUILDING USE Gas Bar and Convenience Mart Quick Service Restaurant (QSR) WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT (50%) 41 (50%) (.50%) 54 (50%) (51%) 45 (49%) (50%) 20 (50%) 50% Shared Trip Reduction * (51%) -23 (49%) (50%) -10 (50%) Total New Trips * A shared trip reduction was applied to account for shared trips between the gas bar, convenience store and the QSR. The reduction assumed that 50% of the trips from the QSR would be trips already accounted for in the gas bar and convenience store uses. The peak AM and PM hour person-trips were determined using the total new vehicle-trips shown in Table 3.3 and a conversion rate of 1.28 as provided in Element of the City s TIA Guidelines. The peak AM and PM hour vehicle-trips and person-trips are shown below:

12 9 Peak AM Hour Peak PM Hour Vehicle-Trips Person-Trips The future mode share was determined by examination of the surrounding area and the use of the site. The Kars area has no public transit service except for one bus leaving for and arriving back from the Carlingwood Shopping Centre every Friday in off-peak hours. The analysis has therefore assigned no trips to public transit. There are no sidewalks or cycling lanes along Roger Stevens Drive by the site and the site is not close to heavily populated areas. There is a small estate lot subdivision along Dorack Drive providing minimal pedestrian trips and cycling trips to the site. A few trips may travel to the convenience store and QSR. The analysis has assigned a small proportion of 3 percent trips to each of the pedestrian and cycling travel modes. Table 3.4 presents the modal shared summary which will be used in the TIA Submission. The peak hour person-trips for the various travel modes were determined by the product of the total peak hour person-trips previously determined (164 Peak AM & 164 Peak PM Hour) and the future mode share from Table 3.4. The results are shown in Table 3.5. TABLE 3.4 FUTURE MODE SHARE SUMMARY Future Mode Share Targets for the Development Travel Mode Mode Share Target Rationale Transit 0% Walking 3% Cycling 3% Consistent with the TMP Transit Priority Network 2031 Affordable Network Due to the close proximity to the surrounding residential areas Consistent with young patrons of the athletic facilities Auto Passenger 22% Consistent with modal share targets and travel Auto Driver 72% trends to athletic related land uses

13 10 TABLE 3.5 FUTURE DEVELOPMENT GENERATED PERSON-TRIPS TRAVEL MODE DEVELOPMENT GENERATED PERSON-TRIPS PEAK AM HOUR PEAK PM HOUR Transit 0 person-trips 0 person-trips Walking 5 person-trips 5 person-trips Cycling 5 person-trips 5 person-trips Auto Passenger 36 person-trips 36 person-trips Auto Driver 118 person-trips 118 person-trips Total Person-Trips 164 person-trips 164 person-trips The TIA Guidelines allow for three Trip Reduction Factors that may be applied to the expected development trips. Below discusses the three factors, with the second and third factors providing a trip reduction for the development: 1. Deduction of Existing Development Trips - The proposed site has one building on the site which currently is unoccupied and does not generate any trips. The reduction for existing development trips would not apply. 2. Pass-by Vehicular Trips - The total number of site generated trips is a combination of primary trips and pass-by trips. Primary trips are trips where the primary destination is to/from the proposed development, and pass-by trips can be defined as traffic already on the adjacent street, which stops off at the development while passing by on-route to its primary destination. The statistical data in the Trip Generation Manual, Volume 1 document states that for a Gasoline /Service Station with Convenience Market, ITE Land Use 945, the average pass-by and diverted linked trips is 85% for the total peak AM hour trips and 89% for the peak PM hour trips. The TIA analysis has utilized an 80% pass-by trip factor for trips along Roger Stevens Drive. The analysis has assumed that one auto driver trip would equal one vehicle-trip. The site would generate 118 auto driver or vehicular trips during the peak AM and PM hours as shown in Table 3.5. Table 3.6 presents the expected primary and pass-by vehicular trips to the development. 3. Synergy of Internalization - The primary use of the site is a gas bar with a convenience mart. The site will also contain a QSR which will provide coffee donuts etc. with a drive-through window. A tenant for the QSR has not been secured to date. With the QSR not being the primary use on the site, the analysis has assumed that 50% of the trips to the QSR would be trips that have already stopped at the gas bar or convenience mart. The trip reduction is shown in the site generated trips of Table 3.3. The reduction factor was only applied to the trips generated by the QSR use.

14 11 TABLE 3.6 PRIMARY AND PASS-BY TRIPS UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Primary Trips (20%) Pass-By Trips (80%) Total Trips Element Trip Distribution With the high volume of pass-by traffic into the site, the site trips (primary and pass-by) were distributed to the same proportion as the peak AM and PM hour traffic along Roger Stevens Drive. The trip distribution utilized in the study for the weekday peak AM hour and PM hour time periods was as follows: AM PM Eastbound along Roger Stevens Drive 45% 55% Westbound along Roger Stevens Drive 55% 45% The site would have two access points with one access at the site s east limit and one at the west limit. The two accesses are required in order to provide proper circulation of traffic within the site and to/from the fuel pumps. The two accesses are also required for the refuelling trucks to enter and exit the site. The analysis has assumed that all trips to the gas bar and convenience mart would enter at the first or nearest access and exit at the second access. All trips to the QSR would enter at the west access in order to enter the drive-through aisle, and exit the east access. The east access will be shared with Tubman Funeral Homes. The analysis has not assumed any trips to the funeral home during the peak AM and PM hours of the study analysis. Element Trip Assignment The trip assignment has utilized the above trip distribution and assigned the expected trips for the gasoline service station at full development of the site in Figure 3.1 shows the assignment of new trips (primary trips) for the total development, and Figure 3.2 shows the pass-by trips for the total site which were proportioned to the volume of background traffic with the distribution discussed in Section MODULE 3.2 Background Network Travel Demands Element Transportation Network Plans The City of Ottawa Transportation Master Plan 2013 has not identified any significant changes in the roadway network in the surrounding area.

15 12 Element Background Growth To determine the growth in background traffic, the study has compared the traffic counts taken by the City of Ottawa on May 13, 2009 at the Roger Stevens/First Line intersection with the counts taken by the consultant on March 6, The comparison determined that traffic at the Roger Stevens/First Line intersection decreased slightly over the 9 year period for both the peak AM and PM hours. The analysis has therefore applied a 1.0 percent annual compounded increase to the 2018 traffic counts at all lane movements at the Roger Stevens/First Line intersection. Figure 3.3 presents the 2019 background traffic at full build out, and Figure 3.4 the 2024 background traffic which represents five years beyond completion of the site. Element Other Developments There has been some small residential estate lots developed in or on the outskirts of the village of Kars which are substantially completed. The developments are small and the remaining units would generate few new trips which would be accounted for in the future background traffic from development outside the study area. There are no significant developments approved or under construction which would generate new trips and have an impact on the traffic along Roger Stevens Drive. MODULE 3.3 Demand Rationalization The site for the proposed gasoline service station is located in a rural area at the south end of the City of Ottawa and outside the urban boundary. Future development in the area would be small generating new trips which could be accommodated on the surrounding road network. A comparison of the 2009 and 2018 traffic counts at the Roger Stevens/First Line intersection substantiates the low growth rate in the rural area. The nature of the gasoline service station would be that the site would generate few new trips with the majority of trips being pass-by trips which are already on the road. The new trips from the gasoline service station would not pose a problem with peak hour auto demands on the adjacent roads.

16 13 FIGURE 3.1 PEAK AM AND PM HOUR SITE GENERATED PRIMARY TRIPS

17 14 FIGURE 3.2 PEAK AM AND PM HOUR SITE GENERATED PASS-BY TRIPS

18 15 FIGURE PEAK AM AND PM HOUR BACKGROUND TRAFFIC

19 16 FIGURE PEAK AM AND PM HOUR BACKGROUND TRAFFIC

20 17 STEP 4 - ANALYSIS MODULE 4.1 Development Design Element Design for Sustainable Modes The site will be designed to provide adequate on-site parking for both vehicles and bicycles. Roger Stevens Drive is a rural road with 1.5 m paved shoulders for cyclists and pedestrians. Beyond the paved shoulder is a gravel shoulder which could also be used by pedestrians to provide an increased separation from the vehicles. Pedestrians could walk to/from the residential development along Dorack Drive which is approximately 150 m east of the site. There is no public transit in the area. Element Circulation and Access The site will have two access points onto Roger Stevens Drive. The east access will be an existing access to the site which will be shared with Tubman Funeral Homes. This access will have one 5.0 m lane entering and one 5.0 m lane exiting with a painted 1.5 m wide median. The west access will have a width of 9.0 m and will have a separation of 51.6 m from the east access. The two accesses are required in order to provide the safe and efficient movement of vehicles to the gas pumps and throughout the site. The two accesses are also required in order to accommodate the entering and exiting of fuel trucks. The site will provide a drive-through window for the QSR. The drive-through will provide sufficient space for 11 queued vehicles. Element New Street Networks Exempt as determined in the Scoping module. MODULE 4.2 Parking Element Parking Supply The site will provide 20 on-site parking spaces which will include 1 barrier free space. The number of parking spaces meets the City of Ottawa zoning by-law. The gasoline service station is largely an auto-focused land use with the majority of vehicles stopped at the fuelling pumps. The 20 parking spaces provided would be for the patrons of the convenience store and QSR. The Site Plan will provide a bike rack for the storage of 2 bicycles located in close proximity to the building entrance. The bike riders would be patrons of the convenience store and QSR.

21 18 Element Spillover Parking Exempt as determined in the Scoping module. MODULE 4.3 Boundary Street Design Roger Stevens Drive is a rural road with paved shoulders to accommodate cyclists and pedestrians. There are no sidewalks or cycling lanes along Roger Stevens Drive in the vicinity of the site. Traffic counts taken on March 6, 2018 by the consultant recorded no bicycle activity along Roger Stevens Drive, and the May 13, 2009 counts by the city recorded only 1 bicycle during the peak AM hour. There were no pedestrians recorded by the site during the peak AM and PM hours for both counts. The collision summary shown in Table 2.1 determined that during the three year period between 2014 and 2016 there were 7 recorded collisions between Second Line Road and Dorack Drive past the site. Of the 7 collisions, 5 were single vehicle collisions, 1 was a rear-end collision, and 1 was a turning movement collision. The type of collisions reported would not show a pattern which could be improved by the design of the road. MODULE 4.4 Access Intersection Design Element Location and Design of Access The site is located in a rural area outside the urban boundary. The closest intersection is the Dorack/Roger Stevens two-way stop controlled intersection located 150 m east of the site. The Roger Stevens/First Line intersection is located 600 m east of the site and is an all-way stop controlled intersection. The site will have two accesses with a separation of 51.6 m. The east access will be shared with Tubman Funeral Homes. A farm is located on the north side of Roger Stevens Drive with a driveway across from the site s west access. Element Intersection Control The operation of the site accesses will be examined and left turn lane warrant analysis will be conducted at both the east and west accesses using the expected 2024 traffic volumes. An operational analysis will also be conducted at the all-way stop controlled intersection of Roger Stevens Drive and First Line Road. Element Intersection Design The intersection analysis will use the Highway Capacity Software, Version 7.4, which utilizes the intersection capacity analysis procedure as documented in the Highway Capacity Manual 2010, 6 th Edition. For unsignalized intersections the level of service of each lane movement and approach is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected control delay at the approach.

22 19 LEVEL OF SERVICE CONTROL DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. The number of new site generated auto-trips was determined utilizing the Peak Hour Future Development Generated Person-Trips (Table 3.5) which were discussed in Element One auto-trip was assumed to be the same as one auto driver trip from Table 3.5. The distribution of trips entering the site and trips exiting the site was determined for the primary trips in Figure 3.1 and for the pass-by trips in Figure 3.2. The total traffic is the sum of the peak hour site generated trips (Figure 3.1) and pass-by trips (Figure 3.2), and the peak hour background traffic (Figure 3.3 for the year 2019 and Figure 3.4 for the year 2024). Figure 4.1 presents the total 2019 peak hour vehicular traffic and Figure 4.2 the total 2024 peak hour vehicular traffic. VEHICULAR LEVEL OF SERVICE (LOS) - Intersection Capacity Analysis Site Accesses and Roger Stevens Drive Intersections West Access - The west site access is a T intersection with Roger Stevens Drive forming the eastbound and westbound approaches and the west access the northbound approach. The access is 9.0 m in width with one lane entering and one lane exiting which provides shared left/right turning movements. The access is located approximately 18.5 m from the west property line of the site. A westbound Roger Stevens left turn lane warrant analysis determined that an exclusive left turn lane was not required using the 2024 peak AM and PM hour traffic. The left turn lane warrant analysis is provided as Exhibit 3 in the Appendix. The access intersection was therefore analyzed with the following lane configuration: Eastbound Roger Stevens Approach - Shared through/right lane Westbound Roger Stevens Approach - Shared left/through lane Northbound Site Exit Approach - Shared left/right turn lane The operational analysis determined that the westbound Roger Stevens approach functioned at a Level of Service (LoS) A and the northbound site exit at a LoS B during both the 2019 peak

23 20 FIGURE PEAK AM AND PM HOUR TOTAL TRAFFIC

24 21 FIGURE PEAK AM AND PM HOUR TOTAL TRAFFIC

25 22 AM and PM hour. During the 2024 peak AM and PM hour the westbound Roger Stevens approach functioned at a LoS A and the northbound site exit at a LoS B. During the 2024 peak PM hour the westbound Roger Stevens approach continued to function at a LoS A and the northbound site exit at a LoS C. The west access is the access which would receive all vehicles entering the QSR drive-through. The 95 th percentile queue at the westbound Roger Stevens left/through movement was 0.0 vehicles and northbound site exit was 0.2 vehicles during both the 2024 peak AM and PM hours. Table 4.1 summarizes the operation of the west access with the 2019 and 2024 analysis sheets provided as Exhibits 4 to 7. TABLE 4.1 SITE ACCESSES & ROGER STEVENS INTERSECTIONS LoS & Control Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR 2019 (2024) WEEKDAY PEAK PM HOUR YEAR 2019 (2024) LoS Delay (sec/veh) LoS Delay (sec/veh) West Site Access/Roger Stevens WB Through/Left Roger Stevens A (A) 7.9 (7.9) A (A) 8.1 (8.1) NB Left/Right Site Access B (B) 14.4 (14.8) B (C) 14.5 (15.1) Approach LoS B (B) B (C) East Site Access/Roger Stevens WB Through/Left Roger Stevens A (A) 7.8 (7.9) A (A) 8.0 (8.1) NB Left/Right Site Access B (B) 11.4 (11.6) B (B) 11.2 (11.4) Approach LoS B (B) B (B) East Access - The east site access is a T intersection with Roger Stevens Drive forming the eastbound and westbound approaches and the east access the northbound approach. The access is an existing access which is shared with the Tubman Funeral Homes and is 11.5 m in width with a 1.5 m painted median. The width is required for the turning movements of the fuel delivery trucks. The centreline of the access is located on the east property line between the site and Tubman Funeral Homes. There is a 51.6 m separation between the east and west access. A westbound Roger Stevens left turn lane warrant analysis determined that an exclusive left turn lane was not required using the 2024 peak AM and PM hour traffic. The left turn lane warrant analysis is provided as Exhibit 8 in the Appendix. The access intersection was therefore analyzed with the following lane configuration:

26 23 Eastbound Roger Stevens Approach - Shared through/right lane Westbound Roger Stevens Approach - Shared left/through lane Northbound Site Exit Approach - Shared left/right turn lane The operational analysis determined that the westbound Roger Stevens left/through movement functioned at a LoS A and the northbound left/right site exit at a LoS B during both the 2019 peak AM and PM hours. For the expected 2024 traffic, the accesses would continue to operate at the same level of service during both the peak AM and PM hours with the Roger Stevens left/through movement functioning at a LoS A and the northbound left/right site exit movement at a LoS B. The 95 th percentile queue using the 2024 traffic determined that the westbound Roger Stevens left/through movement experienced a vehicular queue of 0.1 vehicles and northbound site exit of 0.2 vehicles during both the peak AM and PM hours. The east access is the access used by vehicles exiting the QSR drive-through. Table 4.1 summarizes the operation of the west access with the 2019 and 2024 analysis sheets provided as Exhibits 9 to 12. Roger Stevens Drive and First Line Road (Rideau Valley Drive S) Intersection The Roger Stevens/First Line intersection is located 600 m east of the site. Roger Stevens Drive forms the eastbound and westbound approaches, First Line Road the southbound approach and Rideau Valley Drive S the northbound approach. The intersection is controlled by all-way stop signs with all approached comprising of a single lane providing left/through/right movements. The operational analysis determined that the intersection operated at a LoS B during the peak AM and PM hours for the 2018 (existing counts), 2019 and 2024 traffic. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 13 to Exhibit 18. TABLE 4.2 ROGER STEVENS & FIRST LINE INTERSECTION LoS & Control Delay Intersection Approach WEEKDAY PEAK AM HOUR YEAR (2024) WEEKDAY PEAK PM HOUR YEAR (2024) LoS Delay (sec/veh) LoS Delay (sec/veh) EB Left/Through/Right Roger S B B (B) (13.0) B B (B) (14.2) WB Left/Through/Right Roger S B C (C) (16.4) B B (B) (13.4) NB Left/Through/Right Rideau V B B (B) (11.9) A A (A) (9.5) SB Left/Through/Right First Line A A (B) (10.0) A A (A) (10.0) Total Intersection LoS & Delay B B (B) (14.0) B B (B) (13.1)

27 24 The Roger Stevens/First Line (Rideau Valley Drive S) intersection is an all-way stop controlled intersection. The operational analysis determined that the 95 th percentile queue would be 4.3 vehicles at the westbound approach during the peak AM hour and 3.7 vehicles at the eastbound approach during the peak PM hour. PEDESTRIAN LEVEL OF SERVICE (PLOS) - Street Segments The pedestrian level of service (PLOS) was determined utilizing the City of Ottawa publication, Multi-Modal Level of Service (MMLOS) Guidelines. The March 6, 2018 traffic counts and the May 13, 2009 counts did not record any pedestrian activity along Roger Stevens Drive in the vicinity of the site. Table 4.3 presents the pedestrian level of service for Roger Stevens Drive past the site, with the analysis for the 2024 PLOS street segment evaluation provided in the Appendix as Exhibit 19. TABLE 4.3 PEDESTRIAN LEVEL OF SERVICE (PLOS) Street Segments Street Segment Level of Service Analysis Roger Stevens Dr. First Line Rd. to Second Line Rd. F Exhibit 19 BICYCLE LEVEL OF SERVICE (BLOS) - Street Segments The bicycle level of service (BLOS) was determined utilizing the City of Ottawa publication, Multi-Modal Level of Service (MMLOS) Guidelines. The City of Ottawa TMP identifies Roger Stevens Drive as a Spine Route in the Cycling Network Primary Rural map. Roger Stevens Drive has a pavement width of 7.0 m (white line to white line), with 1.5 m paved shoulders. Roger Stevens Drive does not contain cycling lanes along the road. Table 4.4 presents the level of service for street segments within the study area, with the 2024 BLOS street segment analysis provided as Exhibit 20. TABLE 4.4 BICYCLE LEVEL OF SERVICE (BLOS) Street Segments Street Segment Level of Service Analysis Roger Stevens Dr. First Line Rd. to Second Line Rd. F Exhibit 20 TRANSIT LEVEL OF SERVICE (TLOS) - Street Segment OC Transpo does not provide transit service along Roger Stevens Drive or in the area with the exception of one bus leaving for and arriving back from the Carlingwood Shopping Centre every

28 25 Friday in off-peak hours. The analysis has not examined the surrounding area for a Transit Level of Service (TLOS). TRUCK LEVEL OF SERVICE (TkLOS) - Street Segments The truck level of service (TkLOS) was determined utilizing the City of Ottawa publication, Multi-Modal Level of Service (MMLOS) Guidelines. The truck LoS was determined for the Roger Stevens Drive street segment between First Line Road and Second Line Road. Table 4.5 presents the truck level of service for street segment, with the analysis for the 2024 traffic provided as Exhibit 21. TABLE 4.5 TRUCK LEVEL OF SERVICE (TkLOS) Street Segments Street Segment Level of Service Analysis Roger Stevens Dr. First Line Rd. to Second Line Rd. C Exhibit 21 MODULE 4.5 Transportation Demand Management Element Context for TDM Exempt as determined in the Scoping module. Element Need and Opportunity Exempt as determined in the Scoping module. Element TDM Program Exempt as determined in the Scoping module. MODULE 4.6 Neighbourhood Traffic Management Element Adjacent Neighbourhoods Exempt as determined in the Scoping module. MODULE 4.7 Transit Element Route Capacity OC Transpo currently does not provide regular transit routes to the Kars area. There are no plans to provide service in the foreseeable future.

29 26 Element Transit Priority With no planned transit service for the area, there would be no transit priority measures to be implemented. MODULE 4.8 Review of Network Concept Exempt as determined in the Scoping module. MODULE 4.9 Intersection Design Element Intersection Control The intersection of Roger Stevens Drive and First Line Road is an all-way stop controlled intersection. The intersection currently operates at a LoS B (2018 counts), and would continue to operate at a LoS B following the completion of the site in 2019 and 2024 (5 years beyond completion). There were no reported collisions at the Roger Stevens/First Line intersection for the years 2014, 2015 and There would be no requirement to modify the intersection. Element Intersection Design The MMLOS analysis was completed for the Roger Stevens Drive road segment, and the all-way stop controlled intersection of Roger Stevens Drive and First Line Road. A transit analysis (TLOS) was not completed since there is no transit service in the area. A summary of the level of service for the various modes of transportation are summarized in Table 4.6, with the results detailed in the analysis sheets provided as Exhibit 19, 20 and 21 in the Appendix. The analysis determined that there would be no requirement for modifications to the Roger Stevens/First Line intersection due to the development of the site. The Roger Stevens Drive road segment is a rural road with a posted speed limit of 70 km./h. and a 1.5 m paved shoulder and no sidewalks resulting in a low level of service for pedestrians and cyclists. The gasoline service station with convenience mart is not expected to generate many new pedestrian or cycling trips. TABLE 4.6 MULTI-MODAL (MMLOS) SUMMARY TABLE Level of Service (LoS) (2024) INTERSECTIONS Pedestrian Cyclist Auto Truck Roger Stevens/First Line - - B B (B) - Level of Service (LoS) (2024) SEGMENTS Pedestrian Cyclist Auto Truck Roger Stevens Drive (F) (F) - (C)

30 27 The proposed gasoline service station would utilize the existing site access (east access) which will be shared with the Tubman Funeral Homes, and a west access located at the west portion of the site which will replace the existing access. The east access will be 11.5 m in width which includes a 1.5 m painted median, and the west access will be 9.0 m in width. Both accesses will have one lane entering and one lane exiting which would provide shared left and right turn movements. There would be no warrants satisfied for the construction of exclusive westbound Roger Stevens left turn movements at either access. The analysis determined that Roger Stevens Drive the Roger Stevens/First Line intersection would conform to the minimum desirable MMLOS Targets as set out in the Official Plan Policy/Designation & Road Class with the exception of the Bicycle Level of Service (BLOS). Roger Stevens Drive is in a General Rural Area and is an arterial road designated as a Spine Route. The low level of service was mainly due to the 70 km./h, posted speed limit along the road resulting in a LoS F. No further modifications would be required. TIA STRATEGY REPORT The study determined that full development of the site would not trigger the requirement for roadway modifications to Roger Stevens Drive or the Roger Stevens/First Line intersection. There would be no need to develop design options to improve the BLOS to meet the City s MMLOS target. Prepared by: David J. Halpenny, M. Eng., P. Eng.

31 28 APPENDIX SCREENING FORM TRAFFIC COUNTS LEFT TURN LANE WARRANT ANALYSIS VEHICULAR TRAFFIC ANALYSIS PLOS, BLOS and TkLOS SEGMENT EVALUATIONS

32 29 EXHIBIT 1 SCREENING FORM TIA SCREENING FORM 1. Description of Proposed Development Municipal Address Description of Location Land Use Classification Development Size (units) 1618 & 1622 Roger Stevens Drive, Ottawa The proposed service station is located on the south side of Roger Stevens Drive (OR 6) approximately 600 m west of First Line Road. The front portion containing the building and pumps is zoned RC2 Rural Commercial and the rear with the septic system is zoned DR1 Development Reserve Zone Development Size (m 2 ) Total Land = 6,402 m 2 (68,907 ft 2 ) Number of Accesses and Locations Phase of Development Build out Year 2019 Two accesses. One new access, and one existing access to be shared with Tubman Funeral Homes adjacent to the east limit. Single Phase 2. Trip Generation Trigger Land Use Type Gasoline service station with convenience mart. Development Size Gross Floor Area = m 2 Trip Generation Trigger Satisfied? Yes 3. Location Triggers Does the development propose a new driveway to a boundary street that is designated as part of the City s Transit Priority, Rapid Transit or Spine Bicycle Networks? Is the development in a Design Priority Area (DPA) or Transit oriented Development (TOD) zone? Location Trigger Satisfied? Yes/No Yes No Yes

33 30 4. Safety Triggers Are posted speed limits on a boundary road 80 km/h or greater? Are there any horizontal/vertical curvatures on a boundary street which limits sight lines at a proposed driveway? Is the proposed driveway within the area of influence of an adjacent traffic signal or roundabout (300 m rural conditions or 150 m urban/suburban conditions)? Is the proposed driveway within the auxiliary lanes of an intersection? Does the proposed driveway make use of an existing median break that serves an existing site? Is there a documented history of traffic operations or safety concerns on the boundary streets within 500 m of the development? Does the development include a drive thru facility? Safety Trigger Satisfied? Yes/No No No No No No No Yes Yes 5. Summary Does the development satisfy the Trip Generation Trigger? Does the development satisfy the Location Trigger? Does the development satisfy the Safety Trigger? Yes/No Yes Yes Yes

34 31 EXHIBIT 2 ROGER STEVENS DRIVE & FIRST LINE ROAD TRAFFIC COUNTS March 6, 2018 All Vehicles Time Period Northbound Southbound Eastbound Westbound LT ST RT LT ST RT LT ST RT LT ST RT Total 06:30 06: :45 07: :00 07: :15 07: :30 07: :45 08: :00 08: :15 08: :00 16: :15 16: :30 16: :45 17: :00 17: :15 17: :30 17: :45 18: Truck & Bus Traffic Time Period Northbound Southbound Eastbound Westbound LT ST RT LT ST RT LT ST RT LT ST RT Total 06:30 06: :45 07: :00 07: :15 07: :30 07: :45 08: :00 08: :15 08: :00 16: :15 16: :30 16: :45 17: :00 17: :15 17: :30 17: :45 18:

35 32 EXHIBIT WESTBOUND LEFT TURN LANE WARRANTS West Access/Roger Stevens

36 33 EXHIBIT PEAK AM HOUR TRAFFIC ANALYSIS West Access/Roger Stevens

37 34 EXHIBIT PEAK PM HOUR TRAFFIC ANALYSIS West Access/Roger Stevens

38 35 EXHIBIT PEAK AM HOUR TRAFFIC ANALYSIS West Access/Roger Stevens

39 36 EXHIBIT PEAK PM HOUR TRAFFIC ANALYSIS West Access/Roger Stevens

40 37 EXHIBIT WESTBOUND LEFT TURN LANE WARRANTS East Access/Roger Stevens

41 38 EXHIBIT PEAK AM HOUR TRAFFIC ANALYSIS East Access/Roger Stevens

42 39 EXHIBIT PEAK PM HOUR TRAFFIC ANALYSIS East Access/Roger Stevens

43 40 EXHIBIT PEAK AM HOUR TRAFFIC ANALYSIS East Access/Roger Stevens

44 41 EXHIBIT PEAK PM HOUR TRAFFIC ANALYSIS East Access/Roger Stevens

45 42 EXHIBIT 13 EXISTING 2018 PEAK AM HOUR TRAFFIC ANALYSIS Roger Stevens/First Line

46 43 EXHIBIT 14 EXISTING 2018 PEAK PM HOUR TRAFFIC ANALYSIS Roger Stevens/First Line

47 44 EXHIBIT PEAK AM HOUR TRAFFIC ANALYSIS Roger Stevens/First Line

48 45 EXHIBIT PEAK PM HOUR TRAFFIC ANALYSIS Roger Stevens/First Line

49 46 EXHIBIT PEAK AM HOUR TRAFFIC ANALYSIS Roger Stevens/First Line

50 47 EXHIBIT PEAK PM HOUR TRAFFIC ANALYSIS Roger Stevens/First Line

51 48 EXHIBIT 19 ROGER STEVENS DRIVE PLOS Segment Evaluation

52 49 EXHIBIT 20 ROGER STEVENS DRIVE BLOS Segment Evaluation

53 50 EXHIBIT 21 ROGER STEVENS DRIVE TkLOS Segment Evaluation