The Re:Queen and Sparks Traffic Brief - Addendum #2

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1 June 11, 2015 Ashcroft Homes 18 Antares Drive Ottawa, ON K2E 1A9 Attention: May Pham Development Planner Dear May, Re: The Re:Queen and Sparks Traffic Brief - Addendum #2 1.0 Introduction From the information provided it is our understanding that the land use details of the proposed above-noted development have changed. In general, the hotel component has been removed, the residential condo component has doubled and the retail floor space has increased significantly. As shown on the Figure 1: Site Plan, the subject site extends through the full block from Sparks Street to Queen Street, and is located approximately 25m west of Metcalfe Street. The proposed 5 level below grade garage will continue to have its ramp connection to Queen Street at the southwest corner of the site. As referenced in the City Planner s to Ashcroft, an addendum to our original Transportation Brief appears to be sufficient to address the Site Plan s change in land use, and as such, the Addendum herein is provided in accordance with our 22 April 2015 Work Plan: 2.0 Proposed Land Use The initial proposed development addressed in our July 2010 Transportation Brief and the subsequent August 2011 Addendum #1, consisted of a 106 room hotel, 101 residential condo units and 6142 ft 2 of retail. The current proposal includes no hotel, 201 residential condo units and 22,821 ft 2 of general retail. 1 P a g e

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3 3.0 Site Traffic Generation The initial proposal, which included the hotel component, was estimated to generate a net increase of 40vph and 52vph during the weekday morning and afternoon peak hour respectively. This was accounting for 16vph generated by the pre-development on-site surface parking lot. For the current proposed land use, and using modal share values appropriate for this core area location in close proximity to the LRT (see Attachment #1), the total new vehicle trips were estimated to be in the 42vph to 56vph range. When the existing peak hour traffic from the surface parking lot is removed, the net increase in site-generated traffic reduces to the 35vph to 45vph range. Regardless of which land use scenario is assumed, they are both low peak hour traffic generators, with the net increase in site-generated traffic being well less than 1 new vehicle per hour. This volume of site-generated traffic is not considered significant and will have negligible impact on traffic operations along Queen Street. 4.0 Queen Street Reconstruction Queen Street will be reconstructed in 2015/2016 and is related to the construction of the Confederation LRT line and its downtown stations located at Queen and Lyon and at Queen and O Connor. With the high level of pedestrian activity generated by these two stations, the reconstructed Queen Street will be more pedestrian friendly with there being a reduction in the amount of roadway for vehicle travel. The current design drawings for Queen Street in the vicinity of the subject site include: one 3.5m wide shared-use travel lane in each direction; 3m wide sidewalk on the north side of Queen Street and 3.68m wide sidewalk on the south side; a 2.5m wide parking bay at various locations on both sides of Queen Street; and Streetscaping/landscaping at various locations in lieu of on-street parking. Specifically with regards to the Re s Queen Street frontage, Ashcroft has requested two things. First, that the garbage trucks have access across the sidewalk to pick up residential garbage that will be winched up to the courtyard area. This access is shown in the Site Plan via a depressed curb; and second, that some of the 2.5m boulevard along their frontage be flex space instead of streetscaping and/or parking. This flex space is desired to provide a lay-by area for residential valet parking service and/or for other short-term pick-up/dropoff. This request has been discussed with the City s Project Manager and the design team project manager for the Queen Street Reconstruction. There are some constraints such as a fire hydrant and street lighting requirements, however, we were advised that some flex space will be provided in the next iteration of the Queen Street design drawings. 3 P a g e

4 5.0 Garage Ramp Design The proposed two-way ramp that connects the five (5) level parking garage to Queen Street is approximately 6.64m wide, which is sufficient for two-way traffic flow. With regard to ramp-grade, it is very good. There is 6m of 2% grade back from the building façade. This is followed by approximately 37m of 7% grade. Within the garage itself, the maximum floor slopes are 3% and the maximum floor to floor ramps are 11%, all of which are considered satisfactory. 6.0 Parking Space and Circulation Aisle Dimensions We are advised that 40 parking spaces are required and 232 are proposed. Of this total, there are both regular car (2.6m wide) and small car (2.4m wide) parking spaces proposed, totaling 184 and 48 spaces respectively. With regard to drive aisle width, the majority are in the 6.24m to 6.4m range. These are considered satisfactory, however, as the By-Law requires 6.7m wide aisle, a minor variance is required. 7.0 Findings, Conclusions and Recommendations Based on the foregoing analysis, the findings, conclusions and recommendations of this report are as follows: Given the site s downtown location and being adjacent to a planned LRT station, 70% of its peak hour person trips are expected to be walk, bike transit or vehicle passenger trips (not drivers).; The current Site Plan, which does not include the hotel component of the previous approved Site Plan, is projected to generate 5vph to 10vph less during peak hours then the previous residential/hotel proposal. When accounting for the current parking lot traffic, the net increase in peak hour site-generated vehicle traffic compared to existing conditions, is estimated to be in the range of 35vph to 45vph two-way total. This amount of traffic, when split between in and out movements and both east and west, will have negligible impact on the operation of adjacent streets and intersections; In the 2.5m boulevard space used for parking, utilities and streetscaping/landscaping, the proponent has requested some flex space to be used for short-term lay-by and for garbage truck access/egress (depressed sidewalk) to the courtyard. The City has advised that the request will be accommodated, to the extent possible, in the next iteration of the Queen Street Reconstruction design package; and All transportation-related components of the ramp and garage are to acceptable grades and dimensions respectively. However, as the circulation aisles are in the range of 6.24m to 6.4m and the By-Law requires 6.7m, a minor variance is required. 4 P a g e

5 Based on the foregoing, the proposed Site Plan is recommended from a transportation perspective. Any questions please call. Sincerely, Ronald M. Jack, P.Eng. Agreed and Accepted: Vice President Manager Ottawa Operations Date: Attachment 5 P a g e

6 Attachment # 1 Trip Generation Residential and Retail

7 Attachment #1: Trip Generation - Residential and Retail 01/06/2015 2:19 PM ITE Vehicle Trip Generation Rates Land Use Data Source Trip Rate AM Peak PM Peak Residential Condos ITE Specialty Retail ITE Modified Person Trip Generation Rates Land Use Data Source Person Trip Rate AM Peak PM Peak Residential Condos ITE Specialty Retail ITE 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% ITE Fitted Curve Equations Land Use Data Source Fitted Curve Equation AM Peak PM Peak Residential Condos ITE 230 Ln(T)= 0.80Ln(x) Ln(T)= 0.82Ln(x) Specialty Retail ITE 826 T= 1.20(x) T= 2.40(x) Modified Person Trip Generation Land Use Data Source Area AM Peak (Person Trips/hr) PM Peak (Person Trips/hr) Units 17% 83% 67% 33% Residential Condos ITE du ft² 56% 44% 44% 56% Specialty Retail ITE ,825 ft² Total Residential Condos Trip Generation Travel Mode Mode Share AM Peak (Person Trips/hr) PM Peak (Person Trips/hr) Auto Driver 25% Auto Passenger 5% Transit 40% Non-motorized 30% Total Person Trips 100% Total 'New' Residential Condos Auto Trips Specialty Retail Trip Generation Travel Mode Mode Share AM Peak (Person Trips/hr) PM Peak (Person Trips/hr) Auto Driver 30% Auto Passenger 5% Transit 20% Non-motorized 45% Total Person Trips 100% Less Pass-by (30%) Total 'New' Specialty Retail Auto Trips Total Site Vehicle Trip Generation Travel Mode AM Peak (veh/hr) PM Peak (veh/hr) Residential Condos Trip Generation Specialty Retail Trip Generation Specialty Retail Pass-by (30%) Total 'New' Auto Trips Prepared by Andre Sponder Page 1 1