Trim Road, Commercial Development, City of Ottawa

Transcription

1 HARDEN REALTIES July 2016 Trim Road, Commercial Development, City of Ottawa Transportation Impact Study

2 Trim Road, Commercial Development, City of Ottawa Transportation Impact Study prepared for: Harden Realties 110 Place D Orleans Dr. E Ottawa, ON K1C 2L9 prepared by: 1223 Michael Street Suite 100 Ottawa, ON K1J 7T2 July 26, 2016 WBS

3 Table of Contents INTRODUCTION... 1 EXISTING CONDITIONS... 3 STUDY AREA ROAD NETWORK... 3 TRANSIT NETWORK... 3 PEDESTRIAN & CYCLING NETWORK... 4 COLLISION REPORTS... 4 EXISTING TRAFFIC OPERATIONS... 5 DEMAND FORECASTING... 6 BACKGROUND TRAFFIC GROWTH... 6 SITE TRIP GENERATION... 6 VEHICLE TRAFFIC DISTRIBUTION AND ASSIGNMENT... 7 PROJECTED TRAFFIC VOLUMES... 7 FUTURE TRAFFIC OPERATIONS FUTURE BACKGROUND CONDITIONS TOTAL FUTURE CONDITIONS FUTURE BACKGROUND CONDITIONS TOTAL FUTURE TRAFFIC CONDITIONS SITE PLAN REVIEW ACCESS CONFIGURATION Trim Road Access Old Montreal Road Access DRIVE THROUGHS CONCLUSIONS List of Figures Figure 1: Local Site Context... 1 Figure 2: Proposed Site Plan... 2 Figure 3: Existing Transit Network... 3 Figure 4: Cycling Network... 4 Figure 5: Existing Peak Hour Traffic Volumes... 5 Figure 6: Future Background Traffic (2017)... 8 Figure 7: Future Background Traffic (2022)... 8 Figure 8: Site Generated Traffic... 9 Figure 9: Pass-By Traffic... 9 Figure 10: Future Traffic (2017) Figure 11: Future Traffic (2022) Trim Road Commercial Development, City of Ottawa Transportation Impact Study i

4 List of Tables Table 1: Summary of Reported Collisions ( )... 4 Table 2: Intersection Performance 2016 Existing Conditions... 5 Table 3: Harden Realties Development Proposed Land Uses... 6 Table 4: Orleans Area Existing Mode Share... 6 Table 5: Site Trip Generation... 7 Table 6: Traffic Distribution... 7 Table 7: Intersection Performance Background Table 8: Intersection Performance (Roundabout) Projected Table 9: Intersection Performance (Unsignalized) Projected Table 10: Intersection Performance (Roundabout) Background Table 11: Intersection Performance (Roundabout) Projected Table 12: Intersection Performance (Unsignalized) Projected List of Appendices Appendix A Collision Reports Appendix B Traffic Data Appendix C 2016 Existing Conditions Appendix D Proxy Data Collection Memo Appendix E Trip Generation Calculations Appendix F 2017 Future Background Conditions Analysis Appendix G Projected 2017 Future Conditions Appendix H 2022 Future Background Conditions Analysis Appendix I Projected 2022 Future Conditions Analysis Trim Road Commercial Development, City of Ottawa Transportation Impact Study ii

5 Transportation Impact Study INTRODUCTION This study has been prepared in support of a Zoning By-law Amendment (ZBA) and Site Plan Application (SPA) for Harden Realties commercial development at 1375 Trim Road. The proposed development will consist of five pads: a 2,100 sq. ft. high-end coffee shop, a 2,200 sq. ft. restaurant with drive through access, a 1,500 sq. ft. restaurant, a 1,900 sq. ft. medical building, and a 1,500 sq. ft. retail building. For the purposes of this study, it has been assumed that the site will be occupied and operational in The subject site is located on the northeast corner of the intersection of Trim Road at Old Montreal Road/St. Joseph Boulevard as shown in Figure 1. Two site accesses will be provided with one on Trim Road and one on Old Montreal Road. Due to the proximity of the site to the newly developed roundabout, the entrances to this site will have a right in right out access until the adjacent site on Old Montreal Road develops. The proposed plan provides 50 parking spaces, which does not meet the zoning by-law requirements for the proposed land uses. Figure 2 shows the proposed site plan. Figure 1: Local Site Context As directed by the City of Ottawa s 2006 Transportation Impact Assessment Guidelines (TIA Guidelines), a Transportation Impact Study (TIS) is required to support the subject development application. Consistent with the TIA Guidelines the following horizon years will be considered in the demand forecasting and operational analysis: 2016 (Existing Conditions), 2017 (Full Build-out, assumed), and 2022 (Full Build-out plus five years). Trim Road Commercial Development, City of Ottawa Transportation Impact Study 1

6 Figure 2

7 EXISTING CONDITIONS STUDY AREA ROAD NETWORK The Study Area road network is summarized below: Trim Road is a north-south arterial road that has recently been re-constructed to accommodate a four-lane divided urban cross section. The posted speed limit is 70km/h. Bike lanes are provided on Trim Road on both north and south sides of Old Montreal Road / St. Joseph. A major pathway connects to the roundabout at the intersection of Trim Road and Old Montreal Road / St. Joseph. There are multi-use pathways on either side of the road along the entire road section extending beyond the study area. Old Montreal Road / St. Joseph Boulevard is a four-lane divided east-west collector road with a posted speed limit of 60km/h east of Trim Road and 50 km/h west of Trim Road. Old Montreal Road / St. Joseph Boulevard has an urban cross section with curbed shoulders to the east and west of Trim Road. Cycling facilities include on-street bicycle lanes and multiuse paths east and west of Trim Road. TRANSIT NETWORK OC Transpo Route 221 and 22 run along Trim Road, OC Transpo Route 22 then turns off Trim Road and Proceeds along Old Montreal Road. OC Transpo Route 122 runs along St. Joseph Boulevard and Trim Road. There is a temporary transit stop located within the immediate study area, at Trim and Old Montreal Road. Trim Station is located 500 m to the north of the site. Figure 3 shows the transit routes through the Study Area. Figure 3: Existing Transit Network Accessed June Trim Road Commercial Development, City of Ottawa Transportation Impact Study 3

8 PEDESTRIAN & CYCLING NETWORK Multi-use paths are provided within the immediate study area. The multi-use paths are located for all sides of Trim Road and Old Montreal Road / St. Joseph. Bike lanes are provided on Trim Road for both the north and south directions. Figure 4 illustrates the study area, and surrounding area, cycling network. Figure 4: Cycling Network COLLISION REPORTS Collision data was requested from the City of Ottawa for the intersection of Trim Road at Old Montreal Road/St. Joseph Boulevard for the most recent 3 years prior to the commencement of this study (2012 to 2014). However, this intersection was reconstructed from an un-signalized intersection with a large offset to a double lane roundabout in the summer of Table 1 summarizes the collision data for the previous intersection configuration. Table 1: Summary of Reported Collisions ( ) Classification of Single Motor Rear End Sideswipe Angle Accident Vehicle P.D. Only Non-fatal Injury There were no collision reports available post-reconstruction. Due to the recent reconstruction, it is not possible to determine if safety concerns have arisen with the new roundabout configuration. Appendix A contains the collision data sheets. Trim Road Commercial Development, City of Ottawa Transportation Impact Study 4

9 EXISTING TRAFFIC OPERATIONS To establish the baseline intersection operations an operational analysis of the existing traffic conditions has been undertaken for the study area intersection. No recent counts were available from the City of Ottawa. New turning movement counts were undertaken on Wednesday May 25, 2016 and are summarized on Figure 5. Appendix B contains the detailed traffic data sheets. To assess the peak-hour traffic conditions a level of service analysis has been completed using the traffic analysis software Sidra, which implements the methods of the 2010 Highway Capacity Manual. The key parameters used in the analysis include: Existing lane arrangements Peak hour factor (derived from the traffic count) Default values for all other inputs (as defined by Sidra) The results of the operational analysis are summarized in Table 2. The Sidra analysis outputs are provided in Appendix C Table 2: Intersection Performance 2016 Existing Conditions Weekday Am Peak (PM Peak) Critical Movement Overall Intersection Intersection Max. avg. delay Average Delay LoS Movement LoS (sec) (sec) Trim/St. Joseph Roundabout C(B) 20.0(10.5) EBT(WBT) 14.4(8.6) B(A) Note: Level of Service based on Delay The existing roundabout was shown to operate with good overall levels of service and no critical movements. As a result, no mitigation measures are recommended. Figure 5: Existing Peak Hour Traffic Volumes Trim Road Commercial Development, City of Ottawa Transportation Impact Study 5

10 DEMAND FORECASTING BACKGROUND TRAFFIC GROWTH While several background developments along Trim Road and Old Montreal Road/St. Joseph Boulevard are anticipated, no details were available at the time of this study. To account for this growth a conservative 3% annual growth rate has been considered. The annual growth rate was applied to the existing traffic volumes along Trim Road and St. Joseph Boulevard to estimate the future background traffic for 2017 and Figure 6 and Figure 7 illustrate the future background traffic volumes for the 2017 and 2022 horizons, respectively. SITE TRIP GENERATION The number of vehicle trips has been estimated, based on the proposed land uses, to project the impact of the proposed development on the surrounding road network. Table 3 documents the proposed land uses, the ITE Land Use Codes, and the independent variables that are being proposed for the Trim commercial development. It is anticipated that one of the land uses would be a high-end coffee shop with a drive through. Coffee shops can have trip generation characteristics that are not comparable to the ITE Land Use. A recent survey of two Starbucks locations in the Ottawa area was reviewed to estimate the trip generation for the High-End Coffee Shop. The proxy data collection memo is included as Appendix D. Of the two locations surveyed the suburban location (3302 Woodroffe Avenue) was chosen as representative of the proposed development. Table 3: Harden Realties Development Proposed Land Uses Land Use Data Source Independent Variable Clinic ITE 630 1,900 ft 2 Fast Food Restaurant with Drive Through ITE 934 2,200 ft 2 Retail ITE 820 1,500 ft 2 High-Turnover (Sit-Down Restaurant) ITE 932 1,500 ft 2 High-End Coffee Shop with Drive Through Proxy Data Collection 2,100 ft 2 The ITE Land Use Codes and independent variables described above were used to develop the baseline automobile trip generation. Where available the regression equation was used to calculate the trip generation, otherwise the average rate was used. The baseline automobile trip generation was multiplied by 1.30 to estimate the number of peak hour person trips that could be generated by the proposed development. The 2011 NCR Household Origin Destination Survey was reviewed to determine the mode share characteristics of the subject area, specifically, the Orleans Area (Page 104). Table 4 documents the mode share based on the O-D survey. The mode share is applied to the person trip generation to determine the total vehicle trips projected to be generated by the subject development. To account for trips that would be drawn from existing traffic the pass-by rate was examined for the noted land uses. For the service related (food and coffee) land uses a pass-by rate of 50% was applied. For the retail portion a pass-by rate of 35% was used. These pass-by rates are based on the ITE Trip Generation Handbook 3 rd Edition. Table 4: Orleans Area Existing Mode Share Travel Mode Mode Share Auto Driver 50% Auto Passenger 15% Transit 20% Non-motorized 15% Person Trips 100% Table 5 summarizes the vehicle trip generation for the proposed development based on the foregoing assumptions. Appendix E contains detailed trip generation calculations. Trim Road Commercial Development, City of Ottawa Transportation Impact Study 6

11 Table 5: Site Trip Generation Travel Mode AM Peak (veh/hr) PM Peak (veh/hr) In Out In Out Clinic Fast-Food Restaurant with Drive Through Retail High-Turnover (Sit-Down) Restaurant High-End Coffee Shop with Drive Through Fast-Food Restaurant with Drive Through Pass-by (50%) Retail Pass-by (35%) High-End Coffee Shop with Drive Through (50%) 'New' Auto Trips 'Pass-By' Auto Trips VEHICLE TRAFFIC DISTRIBUTION AND ASSIGNMENT The vehicle traffic distribution and assignment was developed using the 2011 NCR Household Origin Destination Survey. The resultant distribution is outlined in Table 6. Table 6: Traffic Distribution To/From Distribution North 20% South 25% East 5% West 50% 100% The distribution was adjusted at the accesses to reflect the right in / right out only configurations. As there is no way for trips bound to the east to make a simple maneuver to return to the east via Old Montreal Road it is assumed that these trips will use the north access to head north to Highway 174 / Highway 17 and proceed east. Using these distributions and the access configuration, new site-generated trips were assigned to the study area intersections. The pass-by trips were assigned to the access points based on the traffic passing each right in / right out access, 70% to the Trim Road Access, and 30% to the Old Montreal Road Access. Figure 8 shows the site generated traffic volumes. Figure 9 shows the pass-by traffic volumes. PROJECTED TRAFFIC VOLUMES The background traffic volumes were combined with the site traffic and pass-by volumes to determine the weekday AM and PM peak hour total traffic forecasts. The future total traffic volumes for the 2017 and 2022 horizon years are shown in Figure 10 and Figure 11, respectively. Trim Road Commercial Development, City of Ottawa Transportation Impact Study 7

12 Figure 6: Future Background Traffic (2017) Figure 7: Future Background Traffic (2022) Trim Road Commercial Development, City of Ottawa Transportation Impact Study 8

13 Figure 8: Site Generated Traffic Figure 9: Pass-By Traffic Trim Road Commercial Development, City of Ottawa Transportation Impact Study 9

14 Figure 10: Future Traffic (2017) Figure 11: Future Traffic (2022) Trim Road Commercial Development, City of Ottawa Transportation Impact Study 10

15 FUTURE TRAFFIC OPERATIONS 2017 FUTURE BACKGROUND CONDITIONS A level of service analysis of the future background AM and PM peak hour operating conditions was undertaken using the same parameters as in the analysis of existing conditions. Table 7 summarizes the operational analysis for the projected 2017 future background conditions. Sidra analysis outputs are included in Appendix F. Table 7: Intersection Performance Background 2017 Weekday Am Peak (PM Peak) Critical Movement Overall Intersection Intersection Max. avg. delay Average Delay LoS Movement LoS (sec) (sec) Trim/St. Joseph Roundabout D(C) 34.7(20.1) WBR(SBT) C(C) 15.5(16.1) Note: Level of Service based on Delay The roundabout is shown to operate with acceptable overall level of service (LOS) in both the AM and PM peak hours TOTAL FUTURE CONDITIONS A level of service analysis of the future AM and PM peak hour operating conditions, including the subject development, was undertaken using the same parameters as in the analysis of existing conditions, with the addition of the site access points. Sidra was used to assess the roundabout intersection of Trim Road at Old Montreal Road/St. Joseph Boulevard. To assess the peak hour traffic conditions at the un-signalized site accesses a level of service analysis has been completed using Trafficware Synchro 8.0, which implements the methods of the 2000 Highway Capacity Manual. The key parameters used in the analysis include: A saturation flow rate of 1800 (as per the City of Ottawa TIA Guidelines) Heavy vehicle equivalent factor of 1.70 (as per the City of Ottawa TIA Guidelines) Default values for all other inputs (as defined by Synchro 8.0) Table 8 and summarize the operational analysis for the projected 2017 total future conditions. Sidra and Synchro analysis outputs are included in Appendix G. Table 8: Intersection Performance (Roundabout) Projected 2017 Weekday Am Peak (PM Peak) Critical Movement Overall Intersection Intersection Max. avg. delay Average Delay LoS Movement LoS (sec) (sec) Trim/St. Joseph Roundabout E(C) 42.8(22.7) WBR(SBT) C(C) 18.2(17.5) Note: Level of Service based on Delay Trim Road Commercial Development, City of Ottawa Transportation Impact Study 11

16 Intersection Access 1 & Old Montreal Road Unsignalized Access 2 & Trim Road Unsignalized Approach/ Movement Table 9: Intersection Performance (Unsignalized) Projected 2017 PM Peak Hour SAT Peak Hour LOS1 V/C Delay (s) Queue(m)2 LOS1 V/C Delay (s) Queue(m) 2 EB T Unopposed Movement WB T/R Unopposed Movement SB R C B WB R C B NB T/R Unopposed Movement SB T Unopposed Movement L=Left Turn Movement(s); T=Through Movement(s); R=Right Turn Movement(s) # - 95 TH Percentile volume exceeds capacity, queue may be longer 1 Level of Service based on v/c ratio as per the City of Ottawa TIA Guidelines 2 95 th Percentile queue With the addition of the site traffic, the roundabout is shown to operate with slightly higher delays and similar levels of service, compared to the 2017 Future Background Analysis. The site access intersections are projected to operate with good levels of service and no capacity constraints. An inbound right turn lane is provided at the access onto Trim Road. Given the high inbound turning vehicles (141 AM Peak hour and 75 PM Peak hour) at this location an auxiliary right turn lane is appropriate. No other modifications are required to support the proposed site FUTURE BACKGROUND CONDITIONS A level of service analysis of the future background AM and PM peak hour operating conditions was undertaken using the same parameters as in the analysis of 2017 future background conditions. Table 10 summarizes the operational analysis for the projected 2022 future background conditions. Sidra analysis outputs are included in Appendix H. Table 10: Intersection Performance (Roundabout) Background 2022 Weekday Am Peak (PM Peak) Critical Movement Overall Intersection Intersection Max. avg. delay Average Delay LoS Movement LoS (sec) (sec) Trim/St. Joseph Roundabout F(E) 89.8(36.8) WBR(SBT) D(D) 27.3(26.8) Note: Level of Service based on Delay For 2022 future background conditions, the roundabout is projected to operate with acceptable overall level of service (LOS) and high delays on the westbound right turn movement during the AM peak hour. To reflect background growth a conservative growth rate of 3% /annum was applied to the existing intersection volumes. Given the City of Ottawa s target mode shares (i.e. promoting a shift away from single occupant vehicles to other modes) and the conservative nature of the analysis, this condition is unlikely to be realized TOTAL FUTURE TRAFFIC CONDITIONS A level of service analysis of the future AM and PM peak hour operating conditions, including the subject development, was undertaken using the same parameters as in the analysis of 2017 total future conditions. Table 11 and Table 12 summarize the operational analysis for the projected 2022 total future conditions. Sidra and Synchro analysis outputs are included in Appendix I. Trim Road Commercial Development, City of Ottawa Transportation Impact Study 12

17 Table 11: Intersection Performance (Roundabout) Projected 2022 Weekday Am Peak (PM Peak) Critical Movement Overall Intersection Intersection Max. avg. delay Average Delay LoS Movement LoS (sec) (sec) Trim/St. Joseph Roundabout F(E) 98.5(43.9) WBR(SBT) D(D) 31.4(30.5) Note: Level of Service based on Delay Intersection Access 1 & Old Montreal Road Unsignalized Access 2 & Trim Road Unsignalized Approach/ Movement Table 12: Intersection Performance (Unsignalized) Projected 2022 PM Peak Hour SAT Peak Hour LOS1 V/C Delay (s) Queue(m)2 LOS1 V/C Delay (s) Queue(m) 2 EB T Unopposed Movement WB T/R Unopposed Movement SB R C B WB R D B NB T/R Unopposed Movement SB T Unopposed Movement L=Left Turn Movement(s); T=Through Movement(s); R=Right Turn Movement(s) # - 95 TH Percentile volume exceeds capacity, queue may be longer 1 Level of Service based on v/c ratio as per the City of Ottawa TIA Guidelines 2 95 th Percentile queue With the addition of the site generated traffic the roundabout is expected experience additional delays when compared to the 2022 future background projected conditions. As discussed previously this is constraint is primarily caused by the conservative background growth rate applied to the existing traffic volumes. Additionally, the overall intersection LOS is within operational thresholds. SITE PLAN REVIEW ACCESS CONFIGURATION TRIM ROAD ACCESS The proposed site access onto Trim Road will be a right in / right out only configuration. To ensure the safe deceleration and ingress at this location a northbound auxiliary right turn lane is proposed. This modification is warranted by the high volume of AM and PM peak hour northbound right turns into the site. The right out will merge with the right lane of traffic on Trim Road. OLD MONTREAL ROAD ACCESS The proposed site access onto Old Montreal Road will be a right in / right out only configuration. It is anticipated that the adjacent site, upon development, will be served by a full movements signalized access on Old Montreal Road, further upstream from the roundabout than the proposed right in / right out only access. As the adjacent property develops, a connection between the two properties will be opened. This will allow traffic from the subject site to re-route to the proposed signals. While this may have a minor impact on the distribution of site-generated traffic the re-routing would improve conditions at the site accesses and would have a minimal impact on the roundabout at Trim Road and Old Montreal Road / St. Joseph Boulevard. Once the signalized access to the adjacent property is operational the need for a right out at the proposed Old Montreal Road Access can be re-evaluated. If at that time the right out is deemed un-needed it can be decommissioned at that time. Trim Road Commercial Development, City of Ottawa Transportation Impact Study 13

18 DRIVE THROUGHS The proposed development contains two restaurants with drive-throughs, one in each of the northeast and southwest corners. The drive-throughs will each run along a property line, one adjacent to Trim Road and the second along the Eastern property line. The eastern most drive-through will serve a restaurant and has room to store 13 vehicles within the designated area. During peak demand the restaurant is expected to attract 33 vehicles per hour, with some of those customers parking and walking in the storefront. The provided queuing space will adequately serve the restaurant. The western drive-through has 11 queueing spaces for drive through customers. During peak demand the high-end coffee shop is expected to serve 125 customers per hour. This will place a notable demand on the drive-through. During the proxy site trip generation observations the number of drive-through customers and maximum queue was documented. It was observed that 75 of the 125 vehicles per hour used the drive through. On average the queue was vehicles at a time. While this would occasionally extend beyond the provided queuing area, it was also noted during the site observations that if the queue reach exceeded the available storage space customers would choose to park and proceed into the storefront to complete their purchase. Based on the foregoing the site is adequately designed to accommodate both drive-throughs. CONCLUSIONS The conclusions of the Transportation Impact Study are as follows: a) The study area intersection (Trim Road / Old Montreal Road & St Joseph Boulevard) currently operates with an overall LOS B or better in the AM and PM peak hours. b) It is projected that the site will generate 173 and 98 net new auto trips in the AM and PM peak hours respectively (per Table 5: Site Trip Generation). c) The analysis of 2017 and 2022 future background traffic forecasts (no site traffic) indicated that the roundabout intersection at Trim Road / Old Montreal Road & St Joseph Boulevard would operate with some delays, but within permissible operational thresholds. d) The analysis of 2017 and 2022 total future traffic forecasts (including site-generated traffic) showed that the roundabout would continue to operate with some delays with the addition of the site-generated traffic. As discussed above, no upgrades were considered to address this constraint. The proposed site accesses are projected to operate with good levels of service and acceptable delays. e) Due to a high right turn volume in both peak hours a northbound exclusive right turn lane is to be provided at the access to Trim Road Access. f) The foregoing traffic study has demonstrated that the proposed access intersections can operate effectively. While the roundabout intersection of Trim Road at Old Montreal Road & St Joseph was projected to operate with some constraints, this is primarily due to the conservative growth rate that was used to account for growth in the areas surrounding the subject development. As demonstrated by the 2017 total future conditions, if a modest amount of growth is experienced the intersection will operate within permissible operational thresholds. From a transportation perspective, it is recommended that the subject development be approved. Prepared By Reviewed By 26-Jul Jul-16 Mark B. Crockford, P. Eng. Transportation Engineer Christopher A. Gordon, P. Eng. Senior Project Manage Trim Road Commercial Development, City of Ottawa Transportation Impact Study 14

19 Appendix A COLLISION REPORTS

20 Collision Main Detail Summary OnTRAC Reporting System FROM: TO: OLD MONTREAL RD & TRIM RD Former Municipality: Cumberland Traffic Control: Traffic signal Number of Collisions: 27 IMPACT SURFACE VEHICLE No. DATE DAY TIME ENV LIGHT TYPE CLASS DIR COND'N MANOEUVRE VEHICLE TYPE FIRST EVENT PED Fri 09:30 Clear Daylight Rear end Non-fatal V1 S Wet Going ahead Delivery van Other motor vehicle 0 V2 S Wet Stopped Automobile, station Other motor vehicle V3 S Wet Stopped Automobile, station Other motor vehicle Sat 10:00 Clear Daylight Rear end P.D. only V1 N Dry Going ahead Automobile, station Other motor vehicle 0 V2 N Dry Stopped Pick-up truck Other motor vehicle Sun 09:30 Clear Daylight Rear end P.D. only V1 N Dry Slowing or Passenger van Skidding/Sliding 0 V2 N Dry Slowing or Automobile, station Other motor vehicle We 11:30 Clear Daylight Rear end P.D. only V1 S Dry Going ahead Pick-up truck Other motor vehicle 0 V2 S Dry Stopped Passenger van Other motor vehicle Thu 16:35 Clear Daylight Turning Non-fatal V1 N Dry Turning left Automobile, station Other motor vehicle 0 V2 S Dry Going ahead Automobile, station Other motor vehicle Sat 13:13 Rain Daylight Rear end P.D. only V1 N Wet Slowing or Automobile, station Skidding/Sliding 0 V2 N Wet Stopped Pick-up truck Other motor vehicle Mo 17:06 Clear Daylight Rear end P.D. only V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Going ahead Automobile, station Other motor vehicle Tue 15:06 Rain Daylight Rear end P.D. only V1 N Wet Slowing or Automobile, station Other motor vehicle 0 V2 N Wet Slowing or Automobile, station Other motor vehicle Tue 15:15 Rain Daylight Rear end Non-fatal V1 N Wet Slowing or Automobile, station Other motor vehicle 0 V2 N Wet Stopped Pick-up truck Other motor vehicle Thu 17:55 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Pick-up truck Other motor vehicle 0 V2 S Dry Stopped Pick-up truck Other motor vehicle Sat 15:48 Clear Daylight Rear end P.D. only V1 N Dry Going ahead Pick-up truck Other motor vehicle 0 V2 N Dry Stopped Automobile, station Other motor vehicle V3 N Dry Stopped Pick-up truck Other motor vehicle Mo 07:46 Clear Daylight Rear end P.D. only V1 S Dry Going ahead Municipal transit bus Other motor vehicle 0 V2 S Dry Slowing or Automobile, station Other motor vehicle V3 S Dry Slowing or Automobile, station Other motor vehicle (Note: Time of Day = "00:00" represents unknown collision time Friday, May 20, 2016 Page 1 of 2

21 Collision Main Detail Summary OnTRAC Reporting System FROM: TO: We 10:40 Rain Daylight Rear end P.D. only V1 S Wet Going ahead Automobile, station Other motor vehicle 0 V2 S Wet Stopped Pick-up truck Other motor vehicle Tue 20:20 Clear Dark Rear end P.D. only V1 N Other Slowing or Automobile, station Other motor vehicle 0 V2 N Other Slowing or Automobile, station Other motor vehicle Mo 06:50 Clear Dawn Rear end Non-fatal V1 N Wet Slowing or Passenger van Other motor vehicle 0 V2 N Wet Stopped Automobile, station Other motor vehicle Thu 14:35 Clear Daylight Rear end P.D. only V1 E Dry Going ahead Pick-up truck Other motor vehicle 0 V2 E Dry Going ahead Passenger van Other motor vehicle Tue 11:33 Clear Daylight Rear end Non-fatal V1 E Dry Going ahead Automobile, station Other motor vehicle 0 V2 E Dry Stopped Pick-up truck Other motor vehicle Fri 16:35 Rain Daylight Rear end P.D. only V1 S Wet Going ahead Automobile, station Other motor vehicle 0 V2 S Wet Slowing or Pick-up truck Other motor vehicle Thu 19:56 Clear Daylight Single vehicle Non-fatal V1 N Wet Slowing or Motorcycle Skidding/Sliding We 18:32 Clear Daylight Rear end P.D. only V1 S Dry Slowing or Automobile, station Skidding/Sliding 0 V2 S Dry Stopped Pick-up truck Other motor vehicle Tue 14:45 Clear Daylight Rear end Non-fatal V1 S Dry Slowing or Pick-up truck Other motor vehicle 0 V2 S Dry Stopped Automobile, station Other motor vehicle Thu 20:00 Clear Dark Rear end P.D. only V1 N Dry Slowing or Pick-up truck Other motor vehicle 0 V2 N Dry Stopped Pick-up truck Other motor vehicle Thu 16:01 Clear Daylight Rear end P.D. only V1 N Dry Going ahead Pick-up truck Other motor vehicle 0 V2 N Dry Slowing or Pick-up truck Other motor vehicle Fri 09:18 Rain Daylight Rear end P.D. only V1 N Wet Slowing or Automobile, station Skidding/Sliding 0 V2 N Wet Stopped Pick-up truck Other motor vehicle Fri 09:27 Clear Daylight Rear end P.D. only V1 S Ice Slowing or Pick-up truck Other motor vehicle 0 V2 S Ice Stopped Automobile, station Other motor vehicle Thu 17:45 Clear Dark Angle P.D. only V1 E Wet Turning right Automobile, station Other motor vehicle 0 V2 S Wet Going ahead Passenger van Other motor vehicle Mo 14:20 Clear Daylight Sideswipe P.D. only V1 N Wet Turning left Unknown Other motor vehicle 0 V2 N Wet Stopped Passenger van Other motor vehicle (Note: Time of Day = "00:00" represents unknown collision time Friday, May 20, 2016 Page 2 of 2

22 Appendix B TRAFFIC DATA

23 Intersection: Trim/St. Joseph&Old Montreal Date: Wednesday, May 25, 2016 Time: 7:00AM to 9:00AM 15-Minute Time NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 7:00AM - 7:15AM :15AM - 7:30AM :30AM - 7:45AM :45AM - 8:00AM :00AM - 8:15AM :15AM - 8:30AM :30AM - 8:45AM :45AM - 9:00AM Hour 159 1, ,175

24 Intersection: Trim/St. Joseph&Old Montreal Date: Wednesday, May 25, 2016 Time: 4:00PM to 6:00PM 15-Minute Time NBL NBT NBR SBL SBT SBR EBL EBT EBR WBL WBT WBR 4:00PM - 4:15PM :15PM - 4:30PM :30PM - 4:45PM :45PM - 5:00PM :00PM - 5:15PM :15PM - 5:30PM :30PM - 5:45PM :45PM - 6:00PM Hour , ,704

25 Appendix C 2016 EXISTING CONDITIONS

26 MOVEMENT SUMMARY AM Peak Existing Roundabout Site: Trim & St. Joseph Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Trim 3 L LOS B T LOS B R LOS B Approach LOS B East: Old Montreal 1 L LOS B T LOS B R LOS D Approach LOS C North: Trim 7 L LOS A T LOS A R LOS A Approach LOS A West: St. Joseph 5 L LOS A T LOS A R LOS A Approach LOS A All Vehicles LOS B Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: US HCM HCM Delay Model used. Geometric Delay not included. Processed: Tuesday, July 19, 20163:25:27 PM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: W:\Ottawa\Trim\Existing\AM.sip , PARSONS TRANSPORTATION GROUP, ENTERPRISE

27 MOVEMENT SUMMARY PM Peak Existing Roundabout Site: Trim & St. Joseph Movement Performance - Vehicles Mov ID Turn Demand Deg. Average Level of 95% Back of Queue Prop. Effective Average Flow HV Satn Delay Service Vehicles Distance Queued Stop Rate Speed veh/h % v/c sec veh m per veh km/h South: Trim 3 L LOS B T LOS B R LOS B Approach LOS B East: Old Montreal 1 L LOS A T LOS A R LOS A Approach LOS A North: Trim 7 L LOS C T LOS C R LOS C Approach LOS C West: St. Joseph 5 L LOS B T LOS B R LOS C Approach LOS C All Vehicles LOS B Level of Service (LOS) Method: Delay & v/c (HCM 2010). Roundabout LOS Method: Same as Sign Control. Vehicle movement LOS values are based on average delay and v/c ratio (degree of saturation) per movement LOS F will result if v/c > 1 irrespective of movement delay value (does not apply for approaches and intersection). Intersection and Approach LOS values are based on average delay for all movements (v/c not used as specified in HCM 2010). Roundabout Capacity Model: US HCM HCM Delay Model used. Geometric Delay not included. Processed: Tuesday, July 19, 20163:23:00 PM Copyright Akcelik and Associates Pty Ltd SIDRA INTERSECTION Project: W:\Ottawa\Trim\Existing\PM.sip , PARSONS TRANSPORTATION GROUP, ENTERPRISE

28 Appendix D PROXY DATA COLLECTION MEMO

29 Memorandum To: Stephen Job Copy: Christopher Gordon From: Gord Scobie Date: Project: Re: Proxy Drive-Through Coffee Shop Data Collection 19 January Introduction Based on the information provided, the proponent would like to redevelop the site municipally known as 70 Richmond Road. The site is currently a vacant auto sales/garage with heritage status and the intent is to renovate the existing on-site building and convert the former land use to an approximate 1,305 ft 2 coffee shop with a drive-through facility (i.e. a Starbucks TM restaurant). Following a pre-consultation meeting with City staff, the City advised that a drive-through facility on a traditional Main Street is not considered an appropriate land use as they typically generate a significant amount of vehicle traffic. Given the proposed land use on the subject site is not anticipated to generate the same volume of traffic as other typical drive-through facilities (e.g. Tim Hortons or McDonald's ), traffic counts were conducted at two existing proxy locations to confirm traffic generation by a Starbucks TM restaurant with a drive-through facility. 2. Field Observations Within the City of Ottawa, two existing proxy sites were identified as 380 Coventry Road and 3302 Woodroffe Avenue. At each site, both vehicles using the drive-through facility and customers entering the store front were counted on a typical weekday during the month of January 2016, for three peak time periods. The peak time periods were considered to be the weekday morning (7:00AM 9:00AM), midday (11:30AM 1:30PM) and afternoon (4:00PM 6:00PM). 2.1 Coventry Proxy Site The Coventry proxy site (380 Coventry Road) consists of a standalone Starbucks TM restaurant and on a site shared with a big box electronics store (Best Buy). Along the site s frontage, Coventry Road is classified as an arterial roadway and it currently carries two-way vehicle volumes of approximately 1,400 to 2,000 veh/h during weekday morning and afternoon peak hours. The site s local context is depicted as Figure 1. {

30 Page 2 Figure 1: 380 Coventry Starbucks with Drive-Through The following Table 1 summarizes the observed peak hour inbound traffic at the selected Coventry Proxy site. Table 1: Observed Inbound Traffic 380 Coventry Peak Hour Drive-Through Store Front (veh/h) (Person Trips/h) Inbound 7:45AM 8:45AM :15AM 1:15PM :00PM 5:00PM Notes: Detailed count data is attached Southbound traffic represent drive-through vehicles Westbound traffic represents patrons entering the restaurant via the store front As shown in Table 1, the busiest peak hour is the weekday morning peak hour between 7:45AM and 8:45AM. Field observations at this location revealed no more than 4 vehicles in queue within the drivethrough facility and the average queue was approximately 1-2 vehicles. Detailed count data is attached. 2.2 Woodroffe Proxy Site The Woodroffe proxy site (3302 Woodroffe Avenue) consists of a shared Starbucks TM /Subway restaurant pad, on a site that also includes a standalone bank, retail food store, fitness centre, drug store and a number of specialty retail type land uses. Along the site s frontage, both Strandherd Drive and Woodroffe Avenue are classified as arterial roadways. During 2012, two-way vehicle volumes along Strandherd Drive were approximately 1,000 to 1,900 veh/h and approximately 800 to 1,300 veh/h along Woodroffe Avenue during the weekday morning and afternoon peak hours. It should be noted that these volumes {

31 Page 3 were collected prior to the opening of the Vimy Memorial Bridge and as result, the volumes along these roadways are likely higher. The site s local context is depicted as Figure 2. Figure 2: 3302 Woodroffe Starbucks with Drive-Through The following Table 2 summarizes the observed peak hour inbound traffic at the selected Woodroffe Proxy site. Table 2: Observed Inbound Traffic 3302 Woodroffe Peak Hour Drive-Through Store Front (veh/h) (Person Trips/h) Inbound 8:00AM 9:00AM :15AM 1:15PM :00PM 5:00PM Notes: Detailed count data is attached Southbound traffic represent drive-through vehicles Westbound traffic represents patrons entering the restaurant via the store front As shown in Table 2, the busiest weekday peak hour is between 8:00AM and 9:00AM. Field observations at this location revealed the drive-through facility was generally at capacity during the busiest peak hour, which is approximately 10 to 15 vehicles in queue on average. It should be noted that on two occasions it was observed that vehicle queues within the drive-through exceeded the provided storage capacity by 1-2 vehicles, which spilled into the adjacent drive-isle on-site. On both these occasions, the 1-2 vehicles that exceeded the drive-through storage, abandoned waiting queue and elected to park on-site to then enter the restaurant via the store front. {

32 Page 4 3. Findings and Conclusion Based on the foregoing, different Starbucks TM restaurants with drive-through facilities can have varying traffic generating characteristics. While queues of only 4 vehicles were observed at the Coventry proxy site, queues of vehicles were observed at the Woodroffe proxy during peak hours and on occasion, the drive-through queue at the Woodroffe proxy site exceeded the provided storage by 1-2 vehicles. The proposed Starbucks TM restaurant at 70 Richmond Road will have storage within the proposed drivethrough facility for 7 vehicles and 5 on-site parking spaces. If the amount of site-generated traffic at this location will be similar to the observed site-generated traffic at the Woodroffe proxy site, the level of traffic demand will be difficult to process with the amount of provided capacity at the proposed 70 Richmond Road site. However, as observed at the Woodroffe proxy site, if a drive-through facility is at capacity, patrons will abandon waiting in queue and park on-site or abandon visiting the site altogether. Moving forward, to minimize any adverse traffic impacts to Richmond Road and Island Park Drive due to queuing related to a drive-through facility, options to maximize on-site queue storage will have to be examined. This, along with planning rationale input will assist in finding an appropriate solution for the redevelopment of the 70 Richmond Road site. {

33 ,, Turn Count Summary Location: at Coventry, Ottawa GPS Coordinates: Date: Day of week: Tuesday Weather: Sunny Analyst: Bader Alna vehicle traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 07: : : : : : : : : Car traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 07: : : : : : : : : Pedestrian volumes Interval starts NE NW SW SE Left Right Left Right Left Right Left Right 07: : : : : : : : :

34 Intersection Peak Hour 07:45-08:45 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor Peak Hour Vehicle Summary Vehicle SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Car Peak Hour Pedestrians NE NW SW SE Left Right Left Right Left Right Left Right Pedestrians

35 Intersection Peak Hour Location: at Coventry, Ottawa GPS Coordinates: Date: Day of week: Tuesday Weather: Sunny Analyst: Bader Alna SB: EB: Coventry WB: Coventry NB: Intersection Peak Hour 07:45-08:45 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor

36 ,, Turn Count Summary Location: at Coventry, Ottawa GPS Coordinates: Date: Day of week: Tuesday Weather: Snowy Analyst: Bader Alna vehicle traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 11: : : : : : : : : Car traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 11: : : : : : : : : Pedestrian volumes Interval starts NE NW SW SE Left Right Left Right Left Right Left Right 11: : : : : : : : :

37 Intersection Peak Hour 12:15-13:15 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor Peak Hour Vehicle Summary Vehicle SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Car Peak Hour Pedestrians NE NW SW SE Left Right Left Right Left Right Left Right Pedestrians

38 Intersection Peak Hour Location: at Coventry, Ottawa GPS Coordinates: Date: Day of week: Tuesday Weather: Snowy Analyst: Bader Alna SB: EB: Coventry WB: Coventry NB: Intersection Peak Hour 12:15-13:15 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor

39 ,, Turn Count Summary Location: at Coventry, Ottawa GPS Coordinates: Date: Day of week: Monday Weather: Sunny Analyst: Bader Alna vehicle traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 16: : : : : : : : Car traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 16: : : : : : : : Pedestrian volumes Interval starts NE NW SW SE Left Right Left Right Left Right Left Right 16: : : : : : : :

40 Intersection Peak Hour 16:00-17:00 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor Peak Hour Vehicle Summary Vehicle SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Car Peak Hour Pedestrians NE NW SW SE Left Right Left Right Left Right Left Right Pedestrians

41 Intersection Peak Hour Location: at Coventry, Ottawa GPS Coordinates: Date: Day of week: Monday Weather: Sunny Analyst: Bader Alna SB: EB: Coventry WB: Coventry NB: Intersection Peak Hour 16:00-17:00 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor

42 ,, Turn Count Summary Location: at Woodroffe, Ottawa GPS Coordinates: Date: Day of week: Wednesday Weather: Clear Analyst: Bader Alna vehicle traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 16: : : : : : : : Car traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 16: : : : : : : : Pedestrian volumes Interval starts NE NW SW SE Left Right Left Right Left Right Left Right 16: : : : : : : :

43 Intersection Peak Hour 16:00-17:00 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor Peak Hour Vehicle Summary Vehicle SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Car Peak Hour Pedestrians NE NW SW SE Left Right Left Right Left Right Left Right Pedestrians

44 Intersection Peak Hour Location: at Woodroffe, Ottawa GPS Coordinates: Date: Day of week: Wednesday Weather: Clear Analyst: Bader Alna SB: EB: Woodroffe WB: Woodroffe NB: Intersection Peak Hour 16:00-17:00 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor

45 ,, Turn Count Summary Location: at Woodroffe, Ottawa GPS Coordinates: Date: Day of week: Wednesday Weather: Clear Analyst: Bader Alna vehicle traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 11: : : : : : : : Car traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 11: : : : : : : : Pedestrian volumes Interval starts NE NW SW SE Left Right Left Right Left Right Left Right 11: : : : : : : :

46 Intersection Peak Hour 12:15-13:15 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor Peak Hour Vehicle Summary Vehicle SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Car Peak Hour Pedestrians NE NW SW SE Left Right Left Right Left Right Left Right Pedestrians

47 Intersection Peak Hour Location: at Woodroffe, Ottawa GPS Coordinates: Date: Day of week: Wednesday Weather: Clear Analyst: Bader Alna SB: EB: Woodroffe WB: Woodroffe NB: Intersection Peak Hour 12:15-13:15 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor

48 ,, Turn Count Summary Location: at Woodroffe, Ottawa GPS Coordinates: Date: Day of week: Wednesday Weather: Clear Analyst: Bader Alna vehicle traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 07: : : : : : : : Car traffic Interval starts SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right 07: : : : : : : : Pedestrian volumes Interval starts NE NW SW SE Left Right Left Right Left Right Left Right 07: : : : : : : :

49 Intersection Peak Hour 08:00-09:00 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor Peak Hour Vehicle Summary Vehicle SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Car Peak Hour Pedestrians NE NW SW SE Left Right Left Right Left Right Left Right Pedestrians

50 Intersection Peak Hour Location: at Woodroffe, Ottawa GPS Coordinates: Date: Day of week: Wednesday Weather: Clear Analyst: Bader Alna SB: EB: Woodroffe WB: Woodroffe NB: Intersection Peak Hour 08:00-09:00 SouthBound Westbound Northbound Eastbound Left Thru Right Left Thru Right Left Thru Right Left Thru Right Vehicle Factor Approach Factor