1012 & 1024 McGarry Terrace

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1 December & 124 McGarry Terrace Transportation Impact Study

2 112 & 124 McGarry Terrace Transportation Impact Study prepared for: Lépine Corporation 32 March Road Kanata, ON K2K 2E3 prepared by: 1223 Michael Street Suite 1 Ottawa, ON K1J 7T2 December 2,

3 Table of Contents 1. INTRODUCTION EXISTING CONDITIONS AREA ROAD NETWORK PEDESTRIAN/CYCLING NETWORK TRANSIT NETWORK EXISTING STUDY AREA INTERSECTIONS EXISTING INTERSECTION OPERATIONS EXISTING ROAD SAFETY CONDITIONS DEMAND FORECASTING PLANNED STUDY AREA TRANSPORTATION NETWORK CHANGES OTHER AREA DEVELOPMENT BACKGROUND TRAFFIC SITE TRIP GENERATION VEHICLE TRAFFIC DISTRIBUTION AND ASSIGNMENT FUTURE TRAFFIC OPERATIONS PROJECTED 218 CONDITIONS AT FULL SITE DEVELOPMENT PROJECTED 223 CONDITIONS AT 5-YEARS BEYOND FULL SITE DEVELOPMENT ADDITIONAL ACCESS TO MARKETPLACE AVENUE SITE PLAN REVIEW FINDINGS AND RECOMMENDATIONS List of Figures Figure 1: Site 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: 218 Background Traffic Volumes... 8 Figure 6: 223 Background Traffic Volumes... 9 Figure 7: New Site-Generated Traffic Volumes... 1 Figure 8: Total Projected 218 Peak Hour Traffic Volumes Figure 9: Total Projected 223 Peak Hour Traffic Volumes Figure 1: Redistributed Site-Generated Traffic Volumes List of Tables Table 1: Existing Performance at the Study Area Intersection... 6 Table 2: 29 TRANS Trip Generation Rates... 9 Table 3: Projected Vehicle Trip Generation... 9 Table 4: Modal Site Trip Generation... 9 Table 5: 218 Projected Performance of Study Area Intersections Table 6: 223 Projected Performance of Study Area Intersections & 124 McGarry Terrace Transportation Impact Study i

4 Transportation Impact Study 1. INTRODUCTION Based on the information provided at the outset of this study, a 14 storey apartment building with 237 units and approximately 255 parking spaces is being proposed at 112 & 124 McGarry Terrace in Barrhaven. Through the process of developing the site plan, the unit count has varied slightly, however, the results presented herein are considered conservative and the small decrease in unit count will not impact the transportation recommendations and conclusions presented in this Transportation Impact Study (TIS). The site is located at the end of a dead-end street (McGarry Terrace), which provides right-in/right-out access to Strandherd Drive. The City has expressed a need for a secondary access for emergency s, however given the location of the site, there are limited to no opportunities to provide an additional connection at this time. The land directly south of the proposed site is planned to be developed in the near future and will provide an extension of McGarry Terrace to Marketplace Avenue. This will provide the additional access for the proposed development. Based on the size of the development, our conversation with City Staff (Asad Yousfani), and following the City s 26 TIA Guidelines, a Transportation Impact Study (TIS) was determined to be the appropriate type of study required for the Site Plan Application. The study area will include the signalized Strandherd/Greenbank, Strandherd/Riocan and Strandherd/Longfields intersections and the unsignalized right-in/right-out Strandherd/McGarry intersection. The site s local context is provided as Figure 1 and the proposed Site Plan is provided as Figure 2. Figure 1: Site Local Context 112 & 124 McGarry Terrace Transportation Impact Study 1

5 Figure 2: Proposed Site Plan

6 2. EXISTING CONDITIONS 2.1. AREA ROAD NETWORK Strandherd Drive is an east-west divided arterial roadway that extends from Fallowfield Road in the west (where it continues as Fallowfield Road) and Prince of Wales Drive in the east (where it continues as Earl Armstrong Road). Within the study area, Strandherd Drive has a four-lane cross-section with auxiliary turn lanes provided as major intersections. The posted speed limit is 6 km/h. Greenbank Road is a north-south divided arterial roadway that extends from Iris Street in the north (where it continues as Pinecrest Road) to Prince of Wales Drive in the south. Within the study area, Greenbank Road has a four-lane cross-section with auxiliary turn lanes provided as major intersections. The posted speed limit is 6 km/h. Longfields Drive is a north-south divided arterial roadway (south of Strandherd Drive) that extends from Bill Leathem Drive in the north to Jockvale Road in the south (where it continues as Jockvale Road). Within the study area, Longfields Drive has a four-lane cross-section with auxiliary turn lanes provided at major intersections. The posted speed limit is 5 km/h which increases to 7 km/h south of brook Drive. Marketplace Avenue/brook Drive is an east-west collector roadway with a two-lane cross section. Auxiliary turn lanes are provided at major intersections and the posted speed limit is 5 km/h. McGarry Terrace is a dead-end north-south local roadway (soon to be extended to Marketplace Avenue) with a two-lane cross section. The unposted speed limit is understood to be 5 km/h PEDESTRIAN/CYCLING NETWORK Sidewalk facilities in the vicinity of the site are currently provided along both sides of Strandherd Drive and Longfields Drive, and along the north side of Marketplace Avenue and east side of McGarry Terrace, adjacent to the site. According to the City s Cycling Plan, Longfields Drive is classified as a Local Route and Strandherd Drive is classified as a Spine Route. Bicycle lanes are currently provided in both directions along Longfields Drive and Strandherd Drive within the vicinity of the site TRANSIT NETWORK Transit service within the study area is currently provided by OC Transpo Local Routes #175, 177, Peak Hour Routes #99, 186 and Frequent Route #8. Local Routes provide frequent all-day service 7-days a week and Peak Hour Routes provide weekday morning and afternoon peak hour service only. Frequent Routes provide service every 15 minutes or less during weekdays. The following Figure 3 depicts the existing transit within the vicinity of the site. OC Transpo bus stops in the vicinity of the site are currently provided along Marketplace Avenue and Longfields Drive. When the site south of the subject development is built, a direct pedestrian connection will be provided along McGarry Terrace to Marketplace Avenue. The site is also in close proximity (approximately 6 m) to the Strandherd Transit Station, which provides access to rapid transit routes along the Transitway. 112 & 124 McGarry Terrace Transportation Impact Study 3

7 Figure 3: Area Transit Network 2.4. EXISTING STUDY AREA INTERSECTIONS Strandherd/Greenbank The Strandherd/Greenbank intersection is a signalized four-legged intersection. The southbound approach consists of double left-turn lanes, double through lanes and a channelized right-turn lane. The northbound approach consists of double left-turn lanes, a through lane and a shared through/right-turn lane. The west and eastbound approaches consist of single left-turn lanes, double through lanes and channelized rightturn lanes. All movements are permitted at this location. 112 & 124 McGarry Terrace Transportation Impact Study 4

8 Strandherd/Longfields The Strandherd/Longfields intersection is a signalized four-legged intersection. The southbound approach consists of an auxiliary leftturn lane, a single through lane and a right-turn lane. The northbound approach consists of a single left-turn lane, double through lanes and a channelized right-turn lane. The west and eastbound approaches consist of double left-turn lanes, double through lanes and channelized rightturn lanes. All movements are permitted at this location. Strandherd/Riocan The Strandherd/Riocan intersection is a signalized T intersection. The northbound approach consists of double left-turn lanes and a single right-turn lane. The westbound approach consists of an auxiliary left-turn lane and two through lanes. The eastbound approach consists two through lanes and a single right-turn lane. All movements are permitted at this location 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 at the Strandherd/Longfields, Strandherd/Riocan and Strandherd/Greenbank intersections. Peak hour traffic volumes are included as Appendix A. 112 & 124 McGarry Terrace Transportation Impact Study 5

9 STOP Figure 4: Existing Peak Hour Traffic Volumes Strandherd 11(124) 162(331) 175(251) 163(184) 64(654) 67(16) 873(943) 112(346) 113(1289) 147(13) 111(328) 111(8) 62(12) 668(846) 16(31) 114(145) 495(814) 125(168) Greenbank 13(21) 25(264) 54(53) 564(937) 81(233) Riocan 69(212) 53(154) 617(1168) McGarry SITE 68(156) 448(845) 66(167) Longfields 198(1) 22(165) 217(184) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes The following Table 1 provides a summary of existing traffic operations at study area intersections based on the SYNCHRO (V9) traffic analysis software. The subject signalized 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 signalized intersections as a whole were assessed based on weighted v/c ratio. The SYNCHRO model output of existing conditions is provided within Appendix B. Table 1: Existing Performance at the Study Area Intersection Weekday AM Peak (PM Peak) Intersection Critical Movement Intersection as a whole LoS max. v/c or avg. delay (s) Movement Delay (s) LoS v/c Longfields/Strandherd D(D).85(.87) NBL(SBT) 33.7(37.3) A(C).52(.78) Riocan/Strandherd A(D).4(.88) WBT(EBT) 13.1(27.9) A(D).39(.83) Greenbank/Strandherd C(E).77(.91) WBT(EBT) 32.6(41.7) B(C).61(.73) Note: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. As shown in Table 1, the signalized study area intersections as a whole are currently operating at an acceptable LoS D or better during both peak hours, with respect to the City of Ottawa operating standards of LoS D or better (v/c.9). With regard to critical movements at study area intersections, the eastbound through movement at the Greenbank/Strandherd intersection is currently operating at capacity (LoS E ) during the weekday afternoon peak hour. All other critical movements at study area intersections are currently operating at an acceptable LoS D or better during peak hours. Given the Strandherd/Greenbank and Riocan/Strandherd intersections are located within 6 m of a Rapid Transit Station (Strandherd), the City s level of service target is LoS E or better. According to the SYNCHRO analysis, during the afternoon peak, the westbound left-turn movement at the Strandherd/Riocan intersection is operating at an LoS C with a 95 th percentile queue of approximately 165 m. A queue of this length would spill back out of the approximate 13 m storage lane. However, field observations revealed that there were approximately 6 to 1 s in queue at a time in the westbound left-turn lane and all s would clear within the protected westbound left-turn phase. During the busiest time of day, it is likely that not all s will clear this lane on the protected phase, however, eastbound gaps in traffic were observed during the site visit that would allow westbound left-turning s to proceed during the permitted phase. It is noteworthy, that the existing volume for this movement is over 3 veh/h during the afternoon peak hour. 112 & 124 McGarry Terrace Transportation Impact Study 6

10 Based on the SYNCHRO analysis, the 95 th percentile queue in the eastbound direction at the Longfields/Strandherd intersection ranges from 65 to 8 m during the weekday peak hours. During the afternoon peak hour, according to the SYNCHRO analysis, the queue is metered from the adjacent intersection and may not clear the intersection in one signal cycle. Based on field observations, the eastbound queue occasionally extended to McGarry Terrace from the Longfields/Strandherd intersection during the afternoon peak hour, however the queue was able to clear in one signal cycle. Other notable queues include the southbound through movement at the Strandherd/Longfields intersection, the eastbound through movement at the Riocan/Strandherd intersection, and the eastbound through and westbound left-turn movements at the Strandherd/Greenbank intersection during the afternoon peak hour EXISTING ROAD SAFETY CONDITIONS Collision history for study area roads (213 to 215, inclusive) was obtained from the City of Ottawa, and most collisions (8%) involved only property damage, indicating low impact speeds, and 2% involved personal injuries. The primary causes of collisions cited by police include rear end (48%), turning movement (2%), and sideswipe (15%) type collisions. A standard unit of measure for assessing collisions at an intersection is based on the number collisions per million entering s (MEV). At the signalized Longfields/Strandherd and Riocan/Strandherd intersections, reported collisions have historically taken place at a rate of.78/mev and.86/mev. Based on the available data, there does not appear to be any prevailing safety issues at these two signalized study area intersections. It is noteworthy within the vicinity of the site, there were two collisions that involved pedestrians, resulting in non-fatal injuries. Both occurred mid-block along Strandherd Drive, one between Riocan Avenue and McGarry Terrace and one between McGarry Terrace and Longfields Drive. The source collision data as provided by the City of Ottawa and related analysis is included as Appendix C. 3. DEMAND FORECASTING 3.1. PLANNED STUDY AREA TRANSPORTATION NETWORK CHANGES A notable transportation network change within the study area is the extension of Chapman Mills Drive from Longfields Drive to Strandherd Drive. This is a Phase 2 project identified within the Affordable Network in the City s TMP to be completed between Chapman Mills Drive is identified as a Transit Priority corridor OTHER AREA DEVELOPMENT With respect to other area development, the following development applications have been submitted to the City of Ottawa in the vicinity of the proposed site: 134 McGarry Terrace & 1117 Longfields Drive Tega Homes is proposing to construct a 28,27 m 2 mixed-use development at the above-noted location, directly south of the subject development. The application is currently in the Zoning By-Law and OP Amendment phase and a Transportation Impact Assessment has not been completed. The current plan for this development, attached as Appendix D, shows the extension of McGarry Terrace to Marketplace Avenue. This extension will provide additional access to the proposed development. 112 & 124 McGarry Terrace Transportation Impact Study 7

11 1 McGarry Terrace A Family Tribute Centre and Cremation Service building is being proposed directly north of the subject development at the above-noted address. No TIA was submitted for this application. It is understood that the majority of the traffic impact for this site will occur outside of peak hours. 321 Greenbank Road Approximately 11, ft 2 of retail and an 8, ft 2 restaurant are being proposed within an existing retail development located at the above-mentioned address, approximately 55 m southwest of the subject site. The Transportation Brief (prepared by Parsons) projects an increase in traffic of approximately 93 and 156 veh/h during the morning and afternoon peak hours, respectively. 3 Highbury Park A commercial development consisting of approximately 8,88 ft 2 of retail, a 5, ft 2 fast-food restaurant, a 9, ft 2 medical office and a 16,4 ft 2 pharmacy is being proposed at the above-mentioned address, approximately 1 km from the subject site. The Transportation Study (prepared by Parsons) projected an increase in traffic of approximately 15 and 175 veh/h in the morning and afternoon peak hours, respectively. 125 Marketplace & 11A Lindenshade An approximate 29-unit senior residential development is being proposed at the above-mentioned address, approximately 5 m south of the subject site. The Transportation Study (prepared by Parsons) projected an increase in traffic of approximately 33 and 59 veh/h in the morning and afternoon peak hours, respectively. The projected traffic generated by these developments and other area developments is accounted for as background traffic BACKGROUND TRAFFIC The study area is continuing to grow and an estimated 2% growth rate per annum was assumed for the purposes of this study. We have assumed the subject development will be completed in 218. As a conservative approach, we have also assumed that McGarry Terrace will not be extended at the time this development opens. All traffic projections have been applied and analyzed using the existing network. The following Figures 5 and 6 illustrate the background traffic volumes assuming a 2% traffic growth for the horizon years 218 and 223 (5-years beyond site build out). Figure 5: 218 Background Traffic Volumes Strandherd 11(124) 165(338) 175(251) 163(184) 616(667) 67(16) 89(962) 112(346) 133(1315) 147(13) 113(335) 111(8) 62(12) 681(863) 16(31) 114(145) 55(83) 125(168) Greenbank 13(21) 255(269) 54(53) 575(956) 81(233) Riocan 69(212) 53(154) 629(1191) McGarry SITE 68(156) 457(862) 66(167) Longfields 198(1) 224(168) 217(184) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 112 & 124 McGarry Terrace Transportation Impact Study 8

12 Figure 6: 223 Background Traffic Volumes Strandherd 11(124) 182(373) 175(251) 163(184) 68(737) 67(16) 983(162) 112(346) 1141(1452) 147(13) 125(369) 111(8) 62(12) 752(953) 16(31) 114(145) 557(917) 125(168) Greenbank 13(21) 282(297) 54(53) 635(155) 81(233) Riocan 69(212) 53(154) 695(1315) McGarry SITE 68(156) 55(952) 66(167) Longfields 198(1) 248(186) 217(184) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 3.4. SITE TRIP GENERATION Appropriate trip generation rates for the proposed development consisting of approximately 24 rental apartments were obtained from the City s 29 TRANS Trip Generation Residential Trip Rates, and are summarized in Table 2. Table 2: 29 TRANS Trip Generation Rates Land Use ITE Land Use Code AM Peak Trip Rates PM Peak High-Rise Condominiums ITE 232 T =.46(du) T =.46(du) Notes: T = Average Vehicle Trip Ends du = Dwelling units Using these TRANS Trip Generation rates, the total amount of trips was projected for the proposed 24 residential units. The results are summarized in Table 3. Land Use Area Table 3: Projected Vehicle Trip Generation AM Peak (Veh/h) PM Peak (Veh/h) In Out Total In Out Total High-Rise Condominiums 24 units As shown in Table 3, a total of 11 veh/h are projected to travel to/from the proposed development during the weekday morning and afternoon commuter peak hours. Using the TRANS Auto Trips in Table 3 and the TRANS O-D Survey, the modal share for the residential land use within the proposed development is summarized in Table 4. Table 4: Modal Site Trip Generation Travel Mode Mode Share AM Peak (Person Trips/h) PM Peak (Person Trips/h) In Out Total In Out Total Auto Driver 65% Auto Passenger 1% Transit 15% Non-motorized 1% Total Person Trips 1% & 124 McGarry Terrace Transportation Impact Study 9

13 STOP As shown in Table 4, the proposed site is projected to generate approximately 17 person trips per hour during the weekday commuter peak hours. The increase in two-way transit trips is estimated to be 25 persons per hour, and the increase in bike/walk trips is approximately 15 persons per hour VEHICLE TRAFFIC DISTRIBUTION AND ASSIGNMENT Traffic distribution was based on the existing volume splits at study area intersections, the right-in/right-out connection, and our knowledge of the surrounding area. The resulting distribution is as follows: 7% to/from the north via Greenbank Road, Longfields Drive and Woodroffe Avenue; 15% to/from the east via Strandherd Drive; 1% to/from the west via Strandherd Drive; and 5% to/from the south via Longfields Drive and Greenbank Road. Based on these distributions, new site-generated trips were assigned to the study area, which are illustrated as Figure 7. Figure 7: New Site-Generated Traffic Volumes Strandherd 9(37) 46(18) 9(4) 55(22) 6(25) 61(47) 1(7) 5(18) 2(7) Greenbank 1(4) 12(48) Riocan 18(73) McGarry 92(37) SITE 55(22) 9(4) 23(9) 5(2) Longfields xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 4. FUTURE TRAFFIC OPERATIONS 4.1. PROJECTED 218 CONDITIONS AT FULL SITE DEVELOPMENT The total 218 projected volumes associated with the proposed development at site build out were derived by superimposing new site-generated traffic volumes (Figure 7) onto projected 218 background traffic volumes (Figure 5). The resulting total 218 projected volumes are illustrated as Figure & 124 McGarry Terrace Transportation Impact Study 1

14 STOP Figure 8: Total Projected 218 Peak Hour Traffic Volumes Strandherd 11(124) 165(338) 184(288) 29(22) 625(671) 67(16) 945(984) 112(346) 6(25) 194(1362) 148(137) 113(335) 111(8) 62(12) 686(881) 16(31) 114(145) 57(837) 125(168) Greenbank 13(21) 255(269) 55(57) 587(14) 81(233) Riocan 69(212) 53(154) 629(1191) 18(73) McGarry 92(37) SITE 55(22) 77(16) 48(871) 71(169) Longfields 198(1) 224(168) 217(184) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes The following Table 5 provides a projected performance summary for study area intersections at site build-out, based on 218 total projected traffic volumes. The detailed SYNCHRO model output of 218 projected conditions is provided within Appendix E. Table 5: 218 Projected Performance of Study Area Intersections Weekday AM Peak (PM Peak) Intersection Critical Movement Intersection as a whole LoS max. v/c or avg. delay (s) Movement Delay (s) LoS v/c Longfields/Strandherd D(D).85(.88) NBL(SBT) 33.8(39.3) A(D).54(.82) Riocan/Strandherd A(E).44(.94) WBT(EBT) 13.4(34.2) A(D).42(.82) Greenbank/Strandherd D(E).84(.92) WBT(EBT) 33.1(42.3) B(C).65(.76) Strandherd/McGarry A(A) 9.4(9.9) NBR(NBR).5(.1) - - Note: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. As shown in Table 5, the signalized study area intersections as a whole are projected to operate at an acceptable LoS D or better during both peak hours, with respect to the City of Ottawa operating standards of LoS D or better (v/c.9). With regard to critical movements at study area intersections, the eastbound through movements at the Greenbank/Strandherd and Strandherd/Riocan intersections are projected to operate at capacity (LoS E ) during the weekday afternoon peak hour. In addition, the westbound left-turn movement at the Strandherd/Riocan intersection is projected to operate at LoS E during the afternoon peak hour. All other critical movements at study area intersections are projected to operate at an acceptable LoS D or better during peak hours. According to the SYNCHRO analysis, the 95 th percentile queues at the Riocan/Strandherd intersection in the eastbound through, westbound left-turn and northbound left-turn movements may not clear the intersection in one signal cycle during the afternoon peak hour. This is similar to the SYNCHRO analysis for the existing condition. As noted in Section 2.5, field observations revealed that the westbound left-turn queue at the Riocan/Strandherd intersection was observed to clear the intersection during one signal cycle. 112 & 124 McGarry Terrace Transportation Impact Study 11

15 STOP Mitigative measures to improve the eastbound through and westbound left-turn movements at the Strandherd/Riocan intersection include signal timing adjustments to provide more green time to the movements along Strandherd Drive. The modified SYNCHRO analysis is provided within Appendix E. As mentioned in Section 2.5, given the intersections close proximity to a Rapid Transit Station, the City s level of service target is LoS E or better. The right-in/right-out McGarry/Strandherd intersection, providing access to the site, is projected to operate with acceptable delays of 1 seconds or less and minimal queuing on McGarry Terrace and Strandherd Drive. Based on the existing median configuration on Strandherd Drive, s entering the proposed site from the east may elect to make a westbound U-turn at the Riocan/Strandherd intersection. Similarly, s exiting the site intending to travel west may elect to make an eastbound U-turn at the Longfields/Strandherd intersection. At both intersections leftturn lanes and protected left-turn phases (green arrow) are provided. These movements are currently operating at LoS C and are projected to operate at LoS C to E. It is noteworthy that when the site to the south of the subject development is built, there will be an additional access to the development providing an alternative access option via Marketplace Avenue. This will reduce the number of U-turns along Strandherd Drive, which is discussed further in Section PROJECTED 223 CONDITIONS AT 5-YEARS BEYOND FULL SITE DEVELOPMENT The total projected 223 traffic volumes associated with the proposed development at 5 years beyond site build-out, were derived by superimposing new site-generated traffic volumes (Figure 7) onto projected 223 background traffic volumes (Figure 6). The resulting total 223 projected volumes are illustrated as Figure 9. As the timing of the development to the south of the site is unknown, for the 223 condition, we have assumed McGarry Terrace does not extend to Marketplace Avenue. This represents the worst-case scenario as all site-generated traffic is assigned to Strandherd Drive. Figure 9: Total Projected 223 Peak Hour Traffic Volumes Strandherd 11(124) 182(373) 184(288) 29(22) 689(741) 67(16) 138(184) 112(346) 6(25) 122(1499) 148(137) 125(369) 111(8) 62(12) 757(971) 16(31) 114(145) 559(924) 125(168) Greenbank 13(21) 282(297) 55(57) 647(113) 81(233) Riocan 69(212) 53(154) 695(1315) 18(73) McGarry 92(37) SITE 55(22) 77(16) 528(961) 71(169) Longfields 198(1) 248(186) 217(184) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes The following Table 6 provides a projected performance summary for study area intersections at 5-years beyond site build-out, based on 223 total projected traffic volumes. The detailed SYNCHRO model output of 223 projected conditions is provided within Appendix F. 112 & 124 McGarry Terrace Transportation Impact Study 12

16 STOP Table 6: 223 Projected Performance of Study Area Intersections Weekday AM Peak (PM Peak) Intersection Critical Movement Intersection as a whole LoS max. v/c or avg. delay (s) Movement Delay (s) LoS v/c Longfields/Strandherd D(E).85(.93) NBL(EBT) 36.2(43.5) B(D).61(.89) Riocan/Strandherd A(E).48(.98) WBT(EBT) 13.8(36.3) A(D).46(.86) Greenbank/Strandherd D(E).88(.99) WBT(EBT) 33.9(46.5) B(D).68(.81) Strandherd/McGarry A(A) 9.5(1.3) NBR(NBR).4(.1) - - Note: Analysis of signalized intersections assumes a PHF of.95 and a saturation flow rate of 18 veh/h/lane. As shown in Table 6, the signalized study area intersections as a whole are projected to continue to operate at an acceptable LoS D or better during both peak hours, with respect to the City of Ottawa operating standards of LoS D or better (v/c.9). With regard to critical movements at study area intersections, the eastbound through movements at all three study area intersections are projected to operate at capacity (LoS E ) during the weekday afternoon peak hour. This is mainly due to the 2% background traffic growth assigned to the study area. Slight timing adjustments to the signal phasing may improve the performance of these movements. Given the study area s close proximity to the Transitway, a level of service of LoS E is considered acceptable. In addition, the planned extension of Chapman Mills Drive and its transit priority will help alleviate congestion along Strandherd Drive ADDITIONAL ACCESS TO MARKETPLACE AVENUE Given the timing of the proposed development of the lands south of the subject site is unknown, the projected conditions included above assume McGarry Terrace has not been extended to Marketplace Avenue. This represents the more conservative scenario, as all site-generated traffic will use Strandherd Drive and turn right onto McGarry Terrace. Once McGarry Terrace is extended to Marketplace Avenue, the distribution of site-generated traffic will change. The following Figure 1 shows the distribution of projected site-generated traffic when McGarry Terrace is extended to Marketplace Avenue. Figure 1: Redistributed Site-Generated Traffic Volumes Strandherd 9(37) 2(7) 4(18) 2(7) Greenbank 9(4) 46(18) 55(22) 11(44) Riocan Marketplace 11(44) 55(22) 5(2) McGarry 32(13) SITE Future Development 7(28) 9(4) 23(9) 6(26) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes (1) (1) Sue Holloway 5(2) Longfields 1(2) 112 & 124 McGarry Terrace Transportation Impact Study 13

17 As shown in Figure 1, the site-generated traffic distribution is expected to change with the extension of McGarry Terrace to Marketplace Avenue. This redistribution removes s from Strandherd Drive and reduces the number of turning movements at Strandherd/Longfields and Strandherd/Riocan, specifically reduces the number of U-turns. 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 provided as Figure 2. Parking We are advised that the proponent wished to provide a rate of 1.1 parking spaces for the 237 residential units. This would provide approximately 255 parking spaces for residents and visitors of the proposed development. This amount of parking is sufficient according to the City s By-Law requirements as the development is within 6 m of the Strandherd Rapid Transit Station. The parking space dimensions are noted as 5.2 m in length and 2.6 m in width, which meet the City s minimum By-Law requirement. Site Circulation With regard to on-site circulation, the proposed parking lot is laid out effectively such that two-way traffic can be efficiently accommodated. The proposed drive aisles for the underground parking garage are noted as 6.1 to 8. m in width. According to the City s By-Law requirements, drive aisle widths accommodating 2-way traffic should have a minimum width of 6.7 m. However, given the low projected volume of traffic generated by this development, the 6.1 m drive aisle widths will operate acceptably. The ramp providing access to the lower level parking should have proper transition grades and a ramp grade between 1% to 15%. As the ramp access is located approximately 3 m from the property line, the City s Private Approach By-Law of a 2% or less transition grade from the property line for 9 m is met. Access Requirements There are two one-way drive aisle connections proposed to McGarry Terrace, which are located approximately 12 m south of Strandherd Drive. The two driveways form a one-way loop that provides access to the parking garage ramp and a loading area for moving trucks/vans. The driveway widths are noted to be approximately 6 m wide. These locations and dimensions meet the City s Private Approach By-Law. Emergency Access The subject land is located adjacent to only one road, McGarry Terrace. The City has expressed concern regarding providing a secondary emergency access to the development. Given the location of the site, there is no opportunity for the developer to independently provide an additional access. However, the land directly to the south of the subject site is planned to be developed in the near future. As such, a secondary connection to McGarry Terrace via Marketplace Avenue will be provided when this land is developed and satisfy the need for emergency access. Pedestrians/Transit To connect pedestrians to transit service and other nearby employment, shopping and recreation opportunities, sidewalks are provided along McGarry Terrace, Strandherd Drive and Longfields Drive. Transit service within the study area is currently provided by OC Transpo Routes #8, 99, 175, 177, and 186. When the site directly south of the subject development is built, a direct pedestrian connections will be provided along McGarry Terrace to Marketplace Avenue, where bus stops are provided. The proposed development is also in close proximity (approximately 6 m) to the Strandherd Transit Station located along Strandherd Drive just east of Greenbank Road. 112 & 124 McGarry Terrace Transportation Impact Study 14

18 Bicycles Based on number of residential units, a minimum of 118 bicycle parking spots should be provided based on the City s By- Law minimum requirement. Bicycle parking should be located in well-lit areas, close to main building entrances. 6. FINDINGS AND RECOMMENDATIONS Based on the foregoing analysis of the proposed development, the following transportation-related conclusions are offered: The study area intersections adjacent to the site are currently operating as a whole with an overall LoS D or better during the weekday morning and afternoon peak hours; With regard to critical movements at study area intersections, they are noted as operating at an acceptable LoS D or better during the peak hours, with the exception of the eastbound through movement at the Strandherd/Greenbank intersection during the afternoon peak hour; Background traffic due to future growth and local area developments has been accounted for by assuming a 2% traffic growth per annum for the horizon years 218 and 223; The proposed development is projected to generate new two-way volumes of approximately 11 veh/h during both weekday morning and afternoon peak hours; At full occupancy (year 218), study area intersections as a whole are projected to operate at an acceptable LoS D or better during the morning and afternoon peak hours, similar to existing conditions; At full occupancy (year 218), the critical movements are projected to operate at acceptable levels of service of LoS E or better during both peak hours; The right-in/right-out site driveway connection to Strandherd Drive is projected to operate with acceptable delays of 1 second or less and minimal queuing on McGarry Terrace and Strandherd Drive; At five-years beyond site build out (223), the study area intersections are projected to operate similar to the 218 conditions. The eastbound through movements at the all three study area intersections are projected to operate at capacity (LoS E ); Mitigative measures to improve operations at study area intersections include signal timing adjustments and the future extension of Chapman Mills Drive and its transit priority corridor; When the site located directly south of the subject development is developed, McGarry Terrace will be extended to Marketplace Avenue. This will provide a secondary access to the proposed site and will reduce the number of turning movements at study area intersections, specifically the number of projected U-turn movements; The planned parking supply meets the City s By-Law minimum requirements and a minimum of 118 bicycle parking spaces should be provided for the subject development; The site driveway connections to McGarry Terrace meet the City s By-Law requirements in terms of location and dimension; and There are no opportunities to provide an additional emergency access for the proposed development until the land to the south is developed and McGarry Terrace is extended to Marketplace Avenue. 112 & 124 McGarry Terrace Transportation Impact Study 15

19 Based on the foregoing, the proposed 112 & 114 McGarry Terrace residential development is recommended from a transportation perspective. Prepared By: Reviewed By: André Sponder B.A.Sc. Engineering Associate, Transportation Christopher Gordon, P.Eng Senior Project Manager, Transportation 112 & 124 McGarry Terrace Transportation Impact Study 16

20 Appendix A Current Traffic Counts

21 Public Works - Traffic Services Turning Movement Count - Peak Hour Diagram STRANDHERD LONGFIELDS DR Survey Date: Start Time: Tuesday, August 16, 216 WO No: : Device: Miovision LONGFIELDS DR N W E S Heavy Vehicles Cars STRANDHERD DR AM Period Peak Hour :45 8: Cars Heavy Vehicles Total Comments 216-Aug-3 Page 1 of 3

22 Public Works - Traffic Services Turning Movement Count - Peak Hour Diagram STRANDHERD LONGFIELDS DR Survey Date: Start Time: Tuesday, August 16, 216 WO No: : Device: Miovision LONGFIELDS DR N W E S Heavy Vehicles Cars STRANDHERD DR PM Period Peak Hour : 18: Cars Heavy Vehicles Total Comments 216-Aug-3 Page 3 of 3

23 Transportation Services - Traffic Services Turning Movement Count - Full Study Peak Hour Diagram RIOCAN STRANDHERD DR Survey Date: Start Time: Thursday, August 4, 216 WO No: : Device: Miovision RIOCAN AVE N W E Total Heavy Vehicles Cars 3 S 8 STRANDHERD DR AM Period Peak Hour: 164 8: 9: Cars Heavy Vehicles Total Comments 217-Jun-1 Page 1 of 4

24 Transportation Services - Traffic Services Turning Movement Count - Full Study Peak Hour Diagram RIOCAN STRANDHERD DR Survey Date: Start Time: Thursday, August 4, 216 WO No: : Device: Miovision RIOCAN AVE N W E Total Heavy Vehicles Cars 3 S 7 STRANDHERD DR PM Period Peak Hour: : 18: Cars Heavy Vehicles Total Comments 217-Jun-1 Page 4 of 4

25 Public Works - Traffic Services Turning Movement Count - Peak Hour Diagram GREENBANK STRANDHERD DR Survey Date: Start Time: Tuesday, August 16, 216 WO No: : Device: Miovision GREENBANK RD N W E S Heavy Vehicles Cars STRANDHERD DR AM Period Peak Hour :3 9: Cars Heavy Vehicles Total Comments 216-Aug-3 Page 1 of 3

26 Public Works - Traffic Services Turning Movement Count - Peak Hour Diagram GREENBANK STRANDHERD DR Survey Date: Start Time: Tuesday, August 16, 216 WO No: : Device: Miovision GREENBANK RD N W E S Heavy Vehicles Cars STRANDHERD DR PM Period Peak Hour :3 17: Cars Heavy Vehicles Total Comments 216-Aug-3 Page 3 of 3

27 Appendix B SYNCHRO Capacity Analysis: Existing Conditions

28 Existing AM 1: Longfields & Strandherd Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 18.3% 3.8% 3.8% 18.3% 3.8% 3.8% 2.8% 3.% 3.% 2.8% 3.% 3.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D C A E C A E D A E D B Approach Delay Approach LOS C C D D Queue Length 5th (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: 12 Actuated Cycle Length: 12 Offset: 1 (83%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio:.85 Intersection Signal Delay: 33.7 Intersection Capacity Utilization 73.5% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. Intersection LOS: C ICU Level of Service D Splits and Phases: 1: Longfields & Strandherd Parsons Synchro 9 - Report

29 Existing AM 2: Riocan & Strandherd Lane Group EBT EBR WBL WBT NBL NBR Ø8 Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type NA Perm pm+pt NA Prot Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 4.% 4.% 15.% 55.% 14.2% 31% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s)..... Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS B A A A D A Approach Delay Approach LOS B A C Queue Length 5th (m) Queue Length 95th (m) 35.8 m3.8 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: 12 Actuated Cycle Length: 12 Offset: 3 (25%), Referenced to phase 2:EBT and 6:WBTL, Start of Green Natural Cycle: 1 Control Type: Actuated-Coordinated Maximum v/c Ratio:.4 Intersection Signal Delay: 13.1 Intersection Capacity Utilization 55.8% Analysis Period (min) 15 m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: B ICU Level of Service B Splits and Phases: 2: Riocan & Strandherd Parsons Synchro 9 - Report

30 Existing AM 4: Greenbank & Strandherd Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type pm+pt NA Perm pm+pt NA Perm Prot NA Prot NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 15.8% 34.2% 34.2% 15.8% 34.2% 34.2% 2.% 3.% 2.% 3.% 3.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes 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 C D A B D A E C E C A Approach Delay Approach LOS C C D C Queue Length 5th (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: 12 Actuated Cycle Length: 12 Offset: 94 (78%), Referenced to phase 2:NBT and 6:SBT, Start of Green Natural Cycle: 15 Control Type: Actuated-Coordinated Maximum v/c Ratio:.77 Intersection Signal Delay: 32.6 Intersection Capacity Utilization 81.1% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service D Splits and Phases: 4: Greenbank & Strandherd Parsons Synchro 9 - Report

31 Existing PM 1: Longfields & Strandherd Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type Prot NA Perm Prot NA Perm Prot NA Perm Prot NA Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 1.8% 35.% 35.% 2.% 44.2% 44.2% 15.% 3.% 3.% 15.% 3.% 3.% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode None C-Max C-Max None C-Max C-Max None None None None None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS E C A E C A E D A E E A Approach Delay Approach LOS C D C D Queue Length 5th (m) Queue Length 95th (m) m#29. m#71.2 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: 12 Actuated Cycle Length: 12 Offset: 85 (71%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 95 Control Type: Actuated-Coordinated Maximum v/c Ratio:.87 Intersection Signal Delay: 37.4 Intersection Capacity Utilization 78.6% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: D ICU Level of Service D Splits and Phases: 1: Longfields & Strandherd Parsons Synchro 9 - Report

32 Existing PM 2: Riocan & Strandherd Lane Group EBT EBR WBL WBT NBL NBR Ø8 Lane Configurations Traffic Volume (vph) Future Volume (vph) Lane Group Flow (vph) Turn Type NA Perm pm+pt NA Prot Perm Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 38.3% 38.3% 15.% 53.3% 15.8% 31% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s)..... Total Lost Time (s) Lead/Lag Lag Lag Lead Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Recall Mode C-Max C-Max None C-Max None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A D B E A Approach Delay Approach LOS C C D Queue Length 5th (m) Queue Length 95th (m) m#58.7 m6.5 # 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: 12 Actuated Cycle Length: 12 Offset: 75 (63%), Referenced to phase 2:EBT and 6:WBTL, Start of Green Natural Cycle: 12 Control Type: Actuated-Coordinated Maximum v/c Ratio:.88 Intersection Signal Delay: 27.9 Intersection Capacity Utilization 71.8% Analysis Period (min) 15 # 95th percentile volume exceeds capacity, queue may be longer. Queue shown is maximum after two cycles. m Volume for 95th percentile queue is metered by upstream signal. Intersection LOS: C ICU Level of Service C Splits and Phases: 2: Riocan & Strandherd Parsons Synchro 9 - Report

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