1140 Wellington Street West Transportation Brief

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1 1140 Wellington Street West Transportation Brief October 2013

2 Study 1140 Wellington Type Street West October 2013 Study Transportation Name Brief February 2011 TB Check List TIS / TB/ CTS Check List prepared for: Tamarack (Westboro) Corporation 225 Metcalfe Street, Suite 709 Ottawa, ON K2P 1P9 OUR REF:TO3073TOI00 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 1140 Wellington Type Street West October 2013 Study Transportation Name Brief 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 Transportation Brief Other study area developments; Not required for Transportation Brief Changes to the study area road network; Not required for Transportation Brief Future background system operations (V/C, LOS, queue lengths): Not required for Transportation Brief Trip generation rates; Trip distribution and assignment.

4 Study 1140 Wellington Type Street West October 2013 Study Transportation Name Brief 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. 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 1140 Wellington Street West Transportation Brief prepared for: Tamarack (Westboro) Corporation 225 Metcalfe Street, Suite 709 Ottawa, ON K2P 1P9 prepared by: 1223 Michael Street Suite 100 Ottawa, ON K1J 7T2 30 October 2013 TO3073TOI00

6 1140 Wellington Street West Transportation Brief October 2013 Table of Contents 1. Introduction Existing Conditions Area Road Network Transit Network Bicycle and Pedestrian Facilities Existing Study Area Intersections Existing Intersection Operations Demand Forecasting Site Vehicle Trip Generation Site-Generated Vehicle Traffic Distribution and Assignment Future Traffic Operations Neighbourhood Impacts Transportation Demand Management 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: Projected 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... 9 Table 4: Retail Modal Site Trip Generation... 9 Table 5: Phase 1 and Phase 2 Residential Modal Site Trip Generation Table 6: Total Site Vehicle Trip Generation Table 7: Projected Performance at 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 1140 Wellington Street West Transportation Brief October INTRODUCTION From the information provided, a residential development is being proposed in the southwest quadrant of the Wellington/Rosemount intersection. Phase 1 of the proposed development will consist of a 6 storey condominium building with ground floor retail and the renovation of the existing Bethany Hope Centre. Phase 2 of the proposed development is expected to consist of an approximate 13 storey condominium building located directly south of the Bethany Hope Centre. The site, which is municipally known as 1140 Wellington Street, is currently occupied by an approximate 15 space parking lot and a two-storey building ( Bethany Hope Centre ). Vehicular access/egress will be provided by a full-movement site driveway connection to Rosemount Avenue for both Phases 1 and 2 of the development. The site s local context is depicted as Figure 1 and the Proposed Site Plan is depicted as Figure 2. Figure 1: Local Context As part of the Site Plan Approval process, the City of Ottawa requires a submission of a formal Transportation Impact Assessment (TIA) consistent with their October 2006 guidelines. With respect to these guidelines and for this level of development, a Transportation Brief (TB) is considered the appropriate type of study, which will address the following: 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. Page 1

8 Figure 2: Proposed Site Plan

9 1140 Wellington Street West Transportation Brief October EXISTING CONDITIONS 2.1 Area Road Network Wellington Street West is an east-west arterial, which extends from Garland Street in the east (where it continues as Somerset Street West) to Island Park Drive in the west (where it continues as Richmond Road). Within the study area, the cross section of Wellington Street consists of a single travel lane in each direction with on-street parking bays provided along both sides of the road. Auxiliary turn lanes are provided at major intersections and the unposted speed limit is understood to be 50 km/h. Parkdale Avenue is a north-south arterial, which extends from Carling Avenue in the south to Sir John A. Macdonald Parkway in the north. Within the study area, the cross section of Parkdale Avenue consists of a single travel lane in each direction. Auxiliary turn lanes are provided at major intersections and the posted speed limit is 50 km/h. Gladstone Avenue is a major collector roadway, which extends from Cartier Street in the east to Parkdale Avenue in the west. Within the study area, its cross-section consists of a single travel lane in each direction and its unposted speed limit is understood to be 50 km/h. Carruthers Avenue is a local roadway, which operates as a one-way with traffic heading in the southbound direction. Its cross-section consists of a single travel lane with onstreet parking located along the west side of the road. Its unposted speed limit is understood to be 50 km/h. Rosemount Avenue is a local roadway with an unposted speed limit of 50 km/h. Its cross-section consists of a single travel lane in each direction with on-street parking permitted along both sides of the road. 2.2 Transit Network Transit service within the vicinity of the site is currently provided by OC Transpo Regular Routes #2 and 14, which provide frequent all-day service. Bus stops for Route #2 are provided along Wellington Street approximately 40 m east and west of the Wellington/Rosemount intersection. Bus stops for Route #14 are provided along Gladstone Avenue approximately 30 m east and west of the Gladstone/Rosemount intersection. The following Figure 3 depicts the existing transit within the vicinity of the site. Approximately 1 km northeast of the site, rapid transit service is provided via the Tunney s Pasture Transitway Station which provides convenient access to rapid transit routes along the Transitway. Page 3

10 1140 Wellington Street West Transportation Brief October 2013 Figure 3: Area Transit Network 2.3 Bicycle and Pedestrian Facilities According to the City s 2008 Official Cycling Plan (OCP), Wellington Street is classified as a Spine or City-wide cycling route with existing shared-use lanes. Connecting pedestrians to transit service and other adjacent development, sidewalks are currently provided along both sides of all study area roads. 2.4 Existing Study Area Intersections Wellington/Parkdale The Wellington/Parkdale intersection is a signalized four-legged intersection. The east and westbound approaches consist of shared through/left-turn lanes and single right-turn lanes. The north and southbound approaches consist of single left-turn lanes and shared through/right-turn lanes. All movements are permitted at this location, however, at all approaches right-turns-onred are not permitted between 7AM - 7PM, Monday to Friday. Page 4

11 1140 Wellington Street West Transportation Brief October 2013 Wellington/Carruthers The Wellington/Carruthers intersection is a signalized T intersection. The east westbound approaches both consist of single through lanes. The southbound approach consists of a single left-turn lane and a single right-turn lane. Carruthers Avenue functions as a one-way road in the southbound direction. As such the eastbound left-turn and westbound rightturn movements are not permitted at this location. Wellington/Rosemount The Wellington/Rosemount intersection is an unsignalized T intersection with STOP control on the minor approach only. All three approaches consist of single full movement lanes and all movements are permitted at this location. Gladstone/Rosemount The Gladstone/Rosemount intersection is an unsignalized four-legged intersection with all-way STOP control. All four approaches consist of single full movement lanes and all movements are permitted at this location. 2.5 Existing Intersection Operations Illustrated in Figure 4, are the most recent weekday morning and afternoon peak hour traffic volumes obtained from the City of Ottawa for the signalized Wellington/Parkdale and Wellington/Carruthers intersections. Existing weekday morning and afternoon peak hour traffic volumes were collected by Delcan (October 2013) at the unsignalized Page 5

12 STOP STOP 1140 Wellington Street West Transportation Brief October 2013 Wellington/Rosemount and Gladstone/Rosemount intersections. Peak hour traffic volumes are included as Appendix A. Figure 4: Existing Peak Hour Traffic Volumes 32(51) 451(494) 27(53) 8(15) 98(183) 16(23) 13(18) 64(76) 29(44) 42(41) 18(35) 170(192) 60(82) Parkdale 40(74) 188(429) 17(21) Rosemount Carruthers SITE Gladstone 43(47) 3(2) 57(42) 46(51) 176(289) 4(2) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 42(22) 152(146) 4(7) 5(5) 6(0) 5(5) The following Table 1 provides a summary of existing traffic operations at the study area intersections, based on the Synchro (V8) traffic analysis software. The signalized study area 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 study area intersections as a whole were assessed based on a weighted v/c ratio. The unsignalized intersections were assessed in terms of delay and the corresponding Level of Service (LoS). The Synchro model output of existing conditions is provided within Appendix B. Page 6

13 1140 Wellington Street West Transportation Brief October 2013 Table 1: Existing Performance at Study Area Intersections Intersection LoS Critical Movement max. v/c or avg. delay (s) Weekday AM Peak (PM Peak) Intersection as a whole Movement Delay (s) LoS v/c Wellington/Parkdale C(C) 0.77(0.79) SBT(SBT) 27.4(27.8) A(B) 0.58(0.66) Wellington/Carruthers A(A) 0.25(0.34) SBL(SBL) 6.4(6.9) A(A) 0.24(0.33) Wellington/Rosemount B(C) 11.9(15.7) NBL(NBL) 1.6(1.7) - - Gladstone/Rosemount A(B) 9.2(10.6) EBT(WBT) 9.0(9.8) - - 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, the signalized study area intersections as a whole are currently operating at an excellent LoS B or better during the weekday morning and afternoon peak hours, with respect to the City of Ottawa operating standards of LoS D or better (0.90 > v/c > 0.00). With regard to critical movements they are all operating at an acceptable LoS C or better during the weekday morning and afternoon peak hours. Peak hour field observations at study area intersections confirm these findings. However, based on 6 independent peak hour observations, notable queues were observed on (or approaching) Parkdale Avenue at (or through) the signalized Parkdale/Wellington intersection. Based on these 6 independent observations, it was determined that the amount of traffic congestion on Parkdale Avenue can fluctuate significantly day-by-day. There are days where Parkdale Avenue experiences very little queuing and operates very well (within the study area) and there are days where it experiences heavy queues for hours. It was also observed that traffic congestion on Parkdale Avenue can rapidly transition (within the study area) from no queues, to significant queues and back to no queues, in a span of 30 minutes. In conclusion, the amount of traffic congestion on Parkdale Avenue (within the study area) is greatly dependant on how HWY 417 and the Sir John A. Macdonald Parkway are operating. If HWY 417 is heavily congested, drivers will exit at Parkdale Avenue, travel north to the Sir John A. Macdonald Parkway as an alternate east/west route, and similarly vice versa, if the Sir John A. Macdonald Parkway is heavily congested. Page 7

14 1140 Wellington Street West Transportation Brief October DEMAND FORECASTING 3.1 Site Vehicle Trip Generation Phase 1 of the proposed development consists of an approximate 52 unit high-rise condominium building with approximately 6,065 ft 2 of ground floor retail. The existing Bethany Hope Centre along Wellington Street (1140 Wellington) will be renovated to include approximately 6,975 ft 2 of retail and 3,488 ft 2 of amenity space. Phase 2 of the proposed development is expected to consist of an approximate 158 unit high-rise condominium building south of the renovated Bethany Hope Centre. Appropriate trip generation rates for these land uses were obtained from the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual and are summarized in Table 2. Table 2: ITE Trip Generation Rates Land Use Data Source AM Peak Specialty Retail ITE T = 1.36(X); Centre 826 T = 1.20(X) High-Rise Condo ITE 232 T = 0.34(du); T = 0.29(du) Notes: T = Average Vehicle Trip Ends X = 1,000 ft 2 Gross Floor Area du= Dwelling units Specialty Retail AM Peak is assumed to be 50% of the PM Peak Trip Rates PM Peak T = 2.71(X); T = 2.40(X) T = 0.38(du); T = 0.34(du) 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 a combined transit and non-motorized modal share of less than 10%. As such, the person trip generation for the proposed site is summarized in Table 3. Page 8

15 1140 Wellington Street West Transportation Brief October 2013 Table 3: Modified Person Trip Generation Land Use Specialty Retail High-Rise Condo (Phase 1) High-Rise Condo (Phase 2) Data Source ITE 826 ITE 232 ITE 232 Area AM Peak (persons) PM Peak (persons) In Out Total In Out Total 13,040 ft units units 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 site were then reduced by modal share values (including a reduction for pass-by trips) based on the site s location and proximity to adjacent communities, employment, other shopping uses and transit availability. Modal share and pass-by values for retail and residential land uses within the proposed development are summarized in Tables 4 and 5, respectively, with the total site vehicle trip generation summarized in Table 6. Table 4: Retail Modal Site Trip Generation Travel Mode Mode Share AM Peak (Persons/hr) PM Peak (Persons/hr) In Out Total In Out Total Auto Driver 55% Auto Passenger 15% Transit 10% Non-motorized 20% Total Person Trips 100% Less Retail Pass-by (30%) Total 'New' Auto Trips Given the close proximity to rapid transit and the observed levels of traffic congestion along Parkdale Avenue, it is reasonable to assume that the residential component of the proposed development will generate a high transit modal share. Page 9

16 1140 Wellington Street West Transportation Brief October 2013 Table 5: Phase 1 and Phase 2 Residential Modal Site Trip Generation Travel Mode Mode Share AM Peak (Persons/hr) PM Peak (Persons/hr) In Out Total In Out Total Auto Driver 50% Auto Passenger 10% Transit 30% Non-motorized 10% Total Person Trips 100% Total 'New' Auto Trips Table 6: Total Site Vehicle Trip Generation Land Use AM Peak (veh/h) PM Peak (veh/h) In Out Total In Out Total Specialty Retail Centre High-Rise Condos (Phase 1) High-Rise Condos (Phase 2) Retail Pass-By (30%) Total New Auto Trips As shown in Table 6, the resulting number of potential new two-way vehicle trips for Phases 1 and 2 of the proposed development is 90 veh/h during both the weekday morning and afternoon peak hours. These volumes equate to approximately 1 to 2 new vehicles a minute. As the driveway connection to Rosemount Avenue will serve as the site access/egress for both Phases 1 and 2 of the development, the site-generated traffic from both phases will be included in the ensuing analysis. 3.2 Site-Generated Vehicle Traffic Distribution and Assignment The following site-generated vehicle traffic distribution was based on existing traffic volume splits, the existing road network and our knowledge of the surrounding area. The resultant distribution is outlined as follows: 45% to/from the east via Wellington Street or Gladstone Avenue; 40% to/from the south toward HWY 417 via Parkdale Avenue; 10% to/from the west via Wellington Street; and 5% to/from the north via Parkdale Avenue. Based on the foregoing distributions, new and pass-by site-generated trips were assigned to the study area, which is illustrated as Figure 5. Page 10

17 STOP STOP 1140 Wellington Street West Transportation Brief October 2013 Figure 5: New and Pass-by Site-Generated Traffic Volumes 2(5) 1(3) Parkdale Carruthers 3(5) 3(2) 7(4) 7(4) SITE 40(27) 31(18) 14(33) Rosemount 18(12) 22(15) 9(22) 21(12) 10(6) Gladstone 3(7) 6(15) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 4. FUTURE TRAFFIC OPERATIONS For the purpose of this study, the total projected traffic volumes were derived by superimposing new and pass-by site-generated traffic (Figure 5) onto existing volumes (Figure 4). The resulting total projected traffic volumes used in the subsequent analysis are illustrated as Figure 6. Page 11

18 STOP STOP 1140 Wellington Street West Transportation Brief October 2013 Figure 6: Projected Traffic Volumes 32(51) 451(494) 28(56) 18(35) 172(197) 60(82) Parkdale 40(74) 188(429) 20(26) 11(17) 105(187) 23(27) 13(18) 64(76) 14(33) 101(99) 40(27) 31(18) Rosemount Carruthers SITE 47(56) 64(56) 9(22) 71(85) Gladstone 64(59) 3(2) 67(48) 49(58) 176(289) 4(2) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 48(37) 152(146) 4(7) 5(5) 6(0) 5(5) The following Table 7 provides a summary of the projected performance of study area intersections and the associated Synchro model output of projected conditions (without roadway or signal modifications) are provided within Appendix C. Table 7: Projected Performance at Study Area Intersections Weekday AM Peak (PM Peak) Critical Movement Intersection as a whole Intersection max. v/c or LoS avg. delay (s) Movement Delay (s) LoS v/c Wellington/Parkdale C(C) 0.77(0.79) SBT(SBT) 27.3(28.2) A(B) 0.58(0.66) Wellington/Carruthers A(A) 0.25(0.34) SBL(SBL) 6.3(6.9) A(A) 0.24(0.33) Wellington/Rosemount B(C) 12.8(17.4) NBL(NBL) 2.5(2.5) - - Rosemount/Site A(A) 9.7(9.8) EBL(EBL) 2.9(2.2) - - Gladstone/Rosemount A(B) 9.4(10.9) EBT(WBT) 9.3(10.1) - - Note: Analysis of signalized intersections assumes a PHF of 0.95 and a saturation flow rate of 1800 veh/h/lane. Page 12

19 1140 Wellington Street West Transportation Brief October 2013 As shown in Table 7, with no signal timing plan or roadway modifications, the signalized study area intersections as a whole are projected to operate similar to existing conditions summarized in Table 1. With regard to critical movements at study area intersections, they are also projected to operate similar to existing conditions with acceptable levels of service of LoS C or better. The proposed site driveway connection to Rosemount Avenue is projected to operate with acceptable delays of approximately 10 seconds during peak hours and with 95 th percentile queues of approximately 2 metres (no more than 1 vehicle in queue) on site. 4.1 Neighbourhood Impacts With regard to Rosemount Avenue, which is classified as a local roadway, the proposed development is projected to add approximately 40 veh/h to current two-way traffic volumes south of the site driveway. This represents an approximate 20% to 25% increase of the existing two-way vehicle traffic which equates to approximately 1 new vehicle every 1 to 2 minutes. The total amount of two-way vehicle traffic (existing plus site-generated traffic) equates to approximately 2 to 4 vehicles every minute travelling along Rosemount Avenue during peak hours, which is considered acceptable for a local roadway. With respect to on-street parking, the proposed amount of parking for the subject site satisfies the City s By-Law requirements. Therefore, the impact on neighbourhood onstreet parking is expected to be minimal. This is an important consideration given the current scrutiny on parking in the Westboro Community. With respect to neighbourhood transit, the site is projected to generate an approximate total of 50 and 46 new two-way person transit trips during the weekday morning and afternoon peak hours, respectively. This amount of person traffic can be easily accommodated by the nearby rapid transit station. 5. TRANSPORTATION DEMAND MANAGEMENT Depending on the nature of a development, Transportation Demand Management (TDM) strategies have the potential to be an integral part of a planned development in order to address and support the City of Ottawa policies with regard to TDM. For this particular site, its proximity to the existing and future transit service is considered very advantageous in lessening the reliance on the private automobile. A number of TDM measures could also be considered, including: improving the quality and safety of pedestrian facilities, such as enhanced sidewalks/lighting; and improving bicycle facilities, such as provision of secure on-site bicycle storage. These are important TDM strategies to encourage active modes of transportation to/from the site. Page 13

20 1140 Wellington Street West Transportation Brief October SITE PLAN REVIEW This section provides an overview of site access, parking requirements, pedestrian circulation and transit accessibility. The proposed Site Plan was previously illustrated in Figure 2 and the garage plan is included as Appendix A. Parking A total of 58 underground parking spaces are proposed to serve Phase 1 of the proposed development. This amount of parking is sufficient with respect to the City s Zoning By-Law requirements of 24 retail spaces, 26 residential spaces and 8 visitor spaces for a TM zone in Area B, identified in Schedule 1 of the City s Zoning By-Law. For Phase 2 of the proposed development, a total of 125 underground parking spaces are proposed, which is sufficient with respect to the City s Minimum By-Law requirement of 79 residential parking spaces and 30 visitor parking spaces. With regard to parking space dimensioning for the Phase 1 parking garage, 51 parking stalls are noted as being an acceptable 2.6 m in width and 5.2 m in length. 12 parking stalls are noted as being short (2.6 m in width and 4.6 m in length) and 5 parking stalls are noted as being narrow (2.4 m in width and 5.2 m in length). These parking space dimensions meet the City s By-Law requirements provided the parking stalls that are reduced in length are clearly identified for small cars only. Similarly, with regard to the parking space dimensioning for the Phase 2 parking garage, 55 parking spaces are identified as narrow or short parking spaces. The overall percentage of narrow and short parking spaces for the two parking garages is less than 40%, which is sufficient with respect to the City s By-Law requirements provided the parking stalls that are reduced in length are clearly identified for small cars only. Site Circulation With regard to on-site circulation, the proposed ramp drive aisle width is noted as 6.7 m and the proposed drive aisle widths within the parking garage are identified as 6.0 metres. The City s minimum required width for drive aisles with two-way vehicle traffic is 6.7 m, and therefore the 6.0 m width is insufficient with respect to the City s By-Law requirements. However, given the low projected vehicle volumes in/out of the parking garage, the 6.0 m aisle widths will be sufficient in terms of operating in a safe and effective manner. The ramp providing access to the lower level parking should be within a percent grade safe for the movement of vehicles and pedestrians. The access/egress ramp to Rosemount Avenue depicts the transition grades to/from the upper portion of this ramp as 2% and 6% for approximately 12 m. The transition grade to/from the lower portion of this ramp is noted as 8%. The ramp grade between the transitions is noted as 16% from the driveway to the first garage floor and 16% between the garage floors 1 to 2 with 6.5% transition grades. Page 14

21 1140 Wellington Street West Transportation Brief October 2013 The City s Private Approach By-Law states that a private approach may be greater than 6% but shall not exceed 12% provided that a subsurface melting device sufficient to keep the private approach free of ice at all times is installed and properly maintained. In addition, our review of the available industry literature indicates that ramp grades should ideally not exceed 12%, however, up to 15% is acceptable if pedestrians are specifically excluded from using the ramp. We have also observed ramps in the 15% to 20% range working acceptably indoors with low vehicular volumes. Therefore, the proposed ramp grades should function acceptably given the low volume of projected vehicles and provided appropriate pedestrian signage is installed. 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. With regard to the proposed location of the site driveway, it is noted as being less than 3.0 metres from the adjacent property line, which does not meet the City s Private Approach By-Law requirements. The nearest adjacent driveway is located approximately 25 m south of the proposed site driveway. Both the adjacent parking lot and the subject site are expected to have low vehicular volumes in/out of the parking lots, resulting in negligible vehicle conflicts between the two driveways. Further to the site driveway location, it is located approximately 27 m from the nearest intersecting street line (Wellington Street). For a residential parking lot with 58 parking spots (Phase 1), the minimum distance between the site driveway and the nearest intersecting street line is 18 m, according to the City s Private Approach By-Law. However, with the addition of the Phase 2 parking lot (total of 183 spaces) the minimum distance between the site driveway and the nearest intersecting street line is 30 m. The traffic volumes along Rosemount Avenue and the projected site generated traffic are noted as being relatively low, and the site driveway is proposed at the farthest distance possible from Wellington Street (restricted by the property line/existing adjacent property). In addition, the proposed ramp has approximately 12 m of 2% and 6% transition grades, which will provide good visibility for drivers entering/exiting the site. Therefore, based on the above, the proposed location of the site driveway is considered to be both safe and acceptable and the proponent may be required to seek a By-Law variance for this proposed driveway location. As for heavy vehicles, sufficient turning radii at the site driveway connection/garbage pickup area should be provided for garbage trucks. Pedestrians/Transit Sidewalks are currently provided along both sides of all study area roadways connecting pedestrians to transit service and other adjacent developments. Bus stops are currently provided along Wellington Street approximately 40 m east and west of the Page 15

22 1140 Wellington Street West Transportation Brief October 2013 Wellington/Rosemount intersection and along Gladstone Avenue approximately 30 m east and west of the Gladstone/Rosemount intersection. Approximately 1 km northwest of the site, rapid transit service is provided via the Tunney s Pasture Transitway Station which provides convenient access to rapid transit routes along the Transitway. Bicycles A total of 56 underground bicycle parking spaces and 42 underground storage lockers are proposed to serve the development, which is sufficient with respect to the City s By-Law requirement, provided the retail patrons have access to the underground parking spaces. 7. FINDINGS AND RECOMMENDATIONS Based on the foregoing analysis of the proposed site, the following transportation-related findings and recommendations are offered: The signalized study area intersections as a whole are currently operating at acceptable levels of service during the morning and afternoon peak hours; The Parkdale/Wellington intersection performance and delays are greatly dependant on how HWY 417 and the Sir John A. Macdonald Parkway are operating; The proposed development is projected to generate approximately 90 veh/h during both the weekday morning and afternoon peak hours. This equates to approximately 1 to 2 new vehicles a minute; Future traffic conditions within the study area are projected to operate similar to existing conditions; The projected increase of two-way vehicle traffic volumes along Rosemount Avenue between the site driveway and Gladstone Avenue represents approximately 1 new vehicle every 1 to 2 minutes during peak hours, or a 20% to 25% increase of existing volumes; The proposed ramp width and parking space dimensions satisfy the City s By-Law requirements; The proposed drive aisle widths and ramp grades are expected to function acceptably given the low projected vehicle volumes into/out of the site; The proposed location of the site driveway is noted as being less than 3.0 m from the adjacent property line and less than 30 m from the nearest intersecting street line. o Given the low projected volumes and the good visibility at the site driveway, the proposed location of the site driveway is considered safe and acceptable; Page 16

23 1140 Wellington Street West Transportation Brief October 2013 The proposed amount of vehicle and bicycle parking supply is sufficient with respect to By-Law requirements. 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, approval of the proposed 1140 Wellington Street development is recommended from a transportation perspective. Prepared By: Reviewed By: André Jane Sponder, B.A.Sc. Analyst, Transportation Ottawa Operations Paul Croft, MCIP, RPP Senior Transportation Planner Ottawa Operations Page 17

24 Appendix A Current Peak Hour Volumes

25

26

27 DIRECTIONAL TRAFFIC FLOW Intersection: Wellington at Rosemount DATE: Day: 9 Month: 10 Year: 2013 Day of Week: Wednesday Observer: Alex Buck Weather: Clear Chkd by: Date: Street Name: Wellington 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. Pass. Vehicles Trks Bus Street Name: N Bus Trks Pass. Vehicles Pass. Vehicles Street Name: Wellington Trks Bus Street Name: Rosemount Bus Trks Pass. Vehicles 29 42

28 DIRECTIONAL TRAFFIC FLOW Intersection: Wellington at Rosemount DATE: Day: 9 Month: 10 Year: 2013 Day of Week: Wednesday Observer: Alex Buck Weather: Clear Chkd by: Date: Street Name: Wellington 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. Pass. Vehicles Trks Bus Street Name: N Bus Trks Pass. Vehicles Pass. Vehicles Street Name: Wellington Trks Bus Street Name: Rosemount Bus Trks Pass. Vehicles 44 41

29 Intersection Peak Hour Location: Rosemount Avenue at Gladstone Avenue, GPS Coordinates: Date: Day of week: Tuesday Weather: Analyst: Alex Buck Intersection Peak Hour 08:00-09:00 SouthBound Westbound Northbound Eastbound Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Total Factor Approach factor

30 Intersection Peak Hour Location: Rosemount Ave at Gladstone Ave, GPS Coordinates: Date: Day of week: Tuesday Weather: Analyst: Alex Buck Intersection Peak Hour 16:45-17:45 SouthBound Westbound Northbound Eastbound Total Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Total Factor Approach factor

31 Appendix B SYNCHRO Capacity Analysis: Existing Conditions

32 Existing AM 1: Parkdale & Wellington Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT ø1 ø5 Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm pm+pt NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 35.0% 35.0% 35.0% 35.0% 35.0% 35.0% 12.0% 55.0% 43.0% 43.0% 5% 5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lag Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max None Max Max Max C-Max C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A C A B B C D Approach Delay Approach LOS C C B D Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 1:Ped and 5:Ped, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 27.4 Intersection Capacity Utilization 70.7% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 1: Parkdale & Wellington Delcan Synchro 8 - Report

33 Existing AM 2: Wellington & Carruthers Lane Group EBT WBT SBL SBR Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA NA Perm Protected Phases Permitted Phases 4 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 65.3% 65.3% 34.7% 34.7% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode Max Max None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A C B Approach Delay Approach LOS A A C Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 66.7 Natural Cycle: 45 Control Type: Semi Act-Uncoord Maximum v/c Ratio: 0.25 Intersection Signal Delay: 6.4 Intersection Capacity Utilization 36.4% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 2: Wellington & Carruthers Delcan Synchro 8 - Report

34 Existing AM 3: Rosemount & Wellington 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) 44 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A B Approach Delay (s) Approach LOS B Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 35.8% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

35 Existing AM 4: Rosemount & Gladstone Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS A A A A Intersection Summary Delay 9.0 Level of Service A Intersection Capacity Utilization 45.0% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

36 Existing PM 1: Parkdale & Wellington Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT ø1 ø5 Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm pm+pt NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 29.0% 29.0% 29.0% 29.0% 29.0% 29.0% 14.0% 61.0% 47.0% 47.0% 5% 5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lag Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max None Max Max Max C-Max C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS D A D A B B B C Approach Delay Approach LOS C D B C Queue Length 50th (m) Queue Length 95th (m) #138.9 Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 70 (70%), Referenced to phase 1:Ped and 5:Ped, Start of Green Natural Cycle: 80 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.79 Intersection Signal Delay: 27.8 Intersection Capacity Utilization 83.2% 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 E Splits and Phases: 1: Parkdale & Wellington Delcan Synchro 8 - Report

37 Existing PM 2: Wellington & Carruthers Lane Group EBT WBT SBL SBR Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type NA NA NA Perm Protected Phases Permitted Phases 4 Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 76.0% 76.0% 24.0% 24.0% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead-Lag Optimize? Recall Mode C-Max C-Max None None Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS A A C B Approach Delay Approach LOS A A C Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 75 Actuated Cycle Length: 75 Offset: 70 (93%), Referenced to phase 2:EBT and 6:WBT, Start of Green Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.34 Intersection Signal Delay: 6.9 Intersection Capacity Utilization 41.5% Analysis Period (min) 15 Intersection LOS: A ICU Level of Service A Splits and Phases: 2: Wellington & Carruthers Delcan Synchro 8 - Report

38 Existing PM 3: Rosemount & Wellington 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) 44 px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A C Approach Delay (s) Approach LOS C Intersection Summary Average Delay 1.7 Intersection Capacity Utilization 51.5% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

39 Existing PM 4: Rosemount & Gladstone Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Volume (vph) Peak Hour Factor Hourly flow rate (vph) Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total (vph) Volume Left (vph) Volume Right (vph) Hadj (s) Departure Headway (s) Degree Utilization, x Capacity (veh/h) Control Delay (s) Approach Delay (s) Approach LOS A B A A Intersection Summary Delay 9.8 Level of Service A Intersection Capacity Utilization 39.1% ICU Level of Service A Analysis Period (min) 15 Delcan Synchro 8 - Report

40 Appendix C SYNCHRO Capacity Analysis: Projected Conditions

41 Projected AM 1: Parkdale & Wellington Lane Group EBL EBT EBR WBL WBT WBR NBL NBT SBL SBT ø1 ø5 Lane Configurations Volume (vph) Lane Group Flow (vph) Turn Type Perm NA Perm Perm NA Perm pm+pt NA Perm NA Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) Minimum Split (s) Total Split (s) Total Split (%) 35.0% 35.0% 35.0% 35.0% 35.0% 35.0% 12.0% 55.0% 43.0% 43.0% 5% 5% Yellow Time (s) All-Red Time (s) Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lag Lag Lag Lag Lag Lead Lag Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Yes Recall Mode Max Max Max Max Max Max None Max Max Max C-Max C-Max Act Effct Green (s) Actuated g/c Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS C A C A B B C D Approach Delay Approach LOS C C B D Queue Length 50th (m) Queue Length 95th (m) Internal Link Dist (m) Turn Bay Length (m) Base Capacity (vph) Starvation Cap Reductn Spillback Cap Reductn Storage Cap Reductn Reduced v/c Ratio Intersection Summary Cycle Length: 100 Actuated Cycle Length: 100 Offset: 0 (0%), Referenced to phase 1:Ped and 5:Ped, Start of Green Natural Cycle: 70 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.77 Intersection Signal Delay: 27.3 Intersection Capacity Utilization 70.8% Analysis Period (min) 15 Intersection LOS: C ICU Level of Service C Splits and Phases: 1: Parkdale & Wellington Delcan Synchro 8 - Report

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