Vanier Parkway and Presland Road Residential Development Transportation Impact Study

Transcription

1 Vanier Parkway and Presland Road Residential Development Transportation Impact Study Final Report (Revised) March 2011 Submitted to: Groupe Lépine Ottawa Project No Submitted by:

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3 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March 2011 TABLE OF CONTENTS Page 1.0 INTRODUCTION Purpose Study Area Proposed Development SCOPE OF ANALYSIS Study Horizons Time Periods Intersection Analysis Methods EXISTING CONDITIONS Road Network Transit Network Pedestrian and Bicycle Facilities Existing Traffic Volumes Intersection Performance Existing Conditions Site Observations FUTURE BACKGROUND CONDITIONS Anticipated Road Network Future Background Traffic Volumes Intersection Performance 2012 Future Background Traffic Conditions DEMAND FORECASTING Trip Generation Modal Split Adjustments Trip Distribution & Assignment TOTAL FUTURE TRAFFIC CONDITIONS Intersection Performance 2012 Total Future Traffic Conditions FUTURE BACKGROUND TRAFFIC CONDITIONS Intersection Performance 2017 Total Future Traffic Conditions TOTAL FUTURE TRAFFIC CONDITIONS Intersection Performance 2017 Total Future Traffic Conditions SYSTEM CONGESTION / CAPACITY Permissible Land Use Screenline Analysis LOCALIZED IMPROVEMENTS TRANSPORTATION DEMAND MANAGEMENT CONCLUSIONS AND RECOMMENDATIONS...33 Project No Page i

4 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March 2011 LIST OF FIGURES Figure 1: Study Area...2 Figure 2: Proposed Site Plan...3 Figure 3: Existing Traffic Controls and Intersection Geometry...6 Figure 4: Existing Transit Service Route Map...8 Figure 5: Existing Traffic Volumes...10 Figure 6: 2012 Future Background Traffic Volumes...13 Figure 7: Site Generated Trips...18 Figure 8: 2012 Total Future Traffic Volumes...20 Figure 9: 2017 Future Background Traffic Volumes...23 Figure 10: 2017 Total Future Traffic Volumes...26 Figure 11: Functional Design Drawing...31 LIST OF TABLES Table 1: Inventory of Existing Sidewalks...7 Table 2: Traffic Count Data...9 Table 3: Level of Service Analysis of Existing Conditions...9 Table 4: Level of Service Analysis of 2012 Future Background Conditions...14 Table 5: Trip Generation Rates...16 Table 6: Total Site Trips Generated...16 Table 7: Total Trips Generated Adjusted for Transit Mode Share...16 Table 8: Site Trip Distribution...17 Table 9: Level of Service Analysis of 2012 Total Future Conditions...21 Table 10: Level of Service Analysis of 2017 Future Background Conditions...24 Table 11: Level of Service Analysis of 2017 Total Future Conditions...27 Table 12: Permitted Use Trip Generation Rates...28 Table 13: Permitted Use Generated Trips...28 Appendix A - Level of Service Definitions Appendix B - Intersection Performance Summaries LIST OF APPENDICES Project No Page ii

5 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March INTRODUCTION 1.1 Purpose This report documents the transportation impacts and anticipated infrastructure requirements to accommodate the proposed development of an apartment buildings proposed on the north east corner of the Vanier Parkway and Presland Road intersection. The proposed development consists of 307 apartment units. This study is being undertaken in support of the rezoning and site plan applications. The objectives of the transportation study are to measure the impact of the proposed development on the adjacent transportation road network and to determine the infrastructure improvements, if any, required at local intersections to support this development. This study fulfills the Community Transportation Study (CTS) and the Traffic Impact Study (TIS) requirements as documented within the City of Ottawa Traffic Impact Study Guidelines. 1.2 Study Area The subject site is located at 127 Presland Road, on the north east corner of the Vanier Parkway and Presland Road, approximately 650 metres north of Highway 417. The study area is bounded by Donald Street to the north and the Highway 417/Trembley Road intersection to the south. The study area is illustrated in Figure Proposed Development The development proposed by Groupe Lépine Ottawa consists of the following: A multi-storey, 307 unit apartment building; A parking garage capable of storing 303 vehicles and 230 bicycles; and, An outdoor visitor bicycle parking facility. The development is anticipated to be occupied by the spring of Access to the site is proposed via the Vanier Parkway. Figure 2 illustrates the proposed site plan. Project No Page 1

6 N Site NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 1: Study Area

7 NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 2: Proposed Site Plan

8 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March SCOPE OF ANALYSIS 2.1 Study Horizons The build out and occupancy of the proposed development is anticipated to occur by the Spring of As such, the following horizon years were analyzed in this study: Horizon Year 1: Horizon Year 2: 2012 (Build out) 2017 (Build out + 5 years) 2.2 Time Periods The proposed residential development will have similar peak hour traffic flows into and out of the development similar to the peak traffic flows of the Vanier Parkway. As such, detailed analysis was undertaken for the AM and PM peak weekday commuter hours. 2.3 Intersection Analysis Methods Operational level of service (LOS) analysis was completed using Trafficware s Synchro software version 6.0. This software package, which uses the methodologies of the Highway Capacity Manual (HCM), produces results in terms of a volume to capacity ratio (V/C). This is a measure of the utilization of the capacity of the intersection using the intersection s critical movements and approaches. Movements with a V/C greater than 0.90 are typically regarded as critical movements or movements that require further consideration for improvements. Volume to capacity ratios correspond to LOS values ranging from A to F. LOS definitions are included in Appendix A. Typically, mitigation measures in the form of additional lane capacity and/or signal timing/phasing adjustments are provided where the V/C ratio for signalized intersections exceeds 0.90 as per the City of Ottawa Traffic Impact Study Guidelines outside of the Urban Core. It is noted that the LOS summary tables provided in this report are based on the City of Ottawa s Transportation Impact Assessments Guidelines (October 2006). The City of Ottawa has adopted a criterion that directly relates the V/C ratio of a signalized intersection to a LOS rating. As such, the LOS results contained in the summary worksheets in Appendix B may differ slightly from the summary tables contained within the main body of the report (Appendix B worksheets provide LOS results based on the HCM delaybased approach). Project No Page 4

9 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March EXISTING CONDITIONS 3.1 Road Network This study concentrates on the Vanier Parkway and its intersections within the study area. A description of the intersecting roadways has been provided for the readers information only. The following roadways are located within the study area: Vanier Parkway is a 4-lane divided roadway adjacent to the proposed site and is classified as an arterial in the City of Ottawa Official Plan (OP). The roadway runs from St. Patrick Street in the north to Highway 417 in the south. The posted speed limit of the Vanier Parkway near the proposed site is 60 km/h; Donald Street is a two-lane undivided roadway which generally runs east/west. Donald Street runs from North River Road in the west to Cummings Avenue in the east; Queen Mary Street is a two-lane undivided roadway which runs parallel with Donald Street. Queen Mary Street extends from North River Road in the west to St. Laurent Boulevard in the east; Coventry Road is a four-lane divided roadway that generally runs east/west. Coventry Road extends from the Vanier Parkway in the west to St. Laurent Boulevard in the east; Presland Road is a local two-lane roadway. Presland Street forms a cul-de-sac east of the Vanier Parkway however; a pedestrian walkway and a Signalized Pedestrian Crossing are provided to access West Presland Road, west of the Vanier Parkway; West Presland Road is a local two-lane roadway that extends from North River Road in the west to Drouin Avenue, approximately 225 metres in length. West Presland Road does not connect with the Vanier Parkway however; a pedestrian walkway and a Signalized Pedestrian Crossing provide an access to Presland Road east of the Vanier Parkway; and Highway 417 is a Provincial six lane freeway with a posted speed limit of 100 km/h within the study area. Existing intersection geometry and traffic controls for the study area intersections are illustrated in Figure 3. Project No Page 5

10 Donald Street N Vanier Parkway Queen Mary Street Proposed Site Access Coventry Road RCMP Access Highway 417 Tremblay Road LEGEND Lane Geometry Signal Control NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 3: Existing Traffic Control and Intersection Geometry

11 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March Transit Network The study area is generally well served by local transit. Route #9 provides regular access throughout the day and operates on a 15 minute headway during the AM peak period and a 20 minute headway during the PM peak periods (in the peak directions). Regular service is also supplemented by peak route #103 which provides limited transit access to the area during weekday peak periods. Figure 4 illustrates transit routes within the study area. 3.3 Pedestrian and Bicycle Facilities Table 1 provides an inventory of existing sidewalks along the study area roads. Table 1: Inventory of Existing Sidewalks Study Area Road Segment None One Side Both Sides Vanier Parkway (Coventry Road to Donald Street) Vanier Parkway (Coventry Road to Tremblay Road) Presland Road (Asphalt) West Presland Road (Asphalt) A Mid-Block Pedestrian Signal provides a pedestrian crossing of the Vanier Parkway at Presland Road. Dedicated on-street painted cycling lanes are not currently provided along the Vanier Parkway within the study area however lane widths do permit shared cycling uses. During field observations, cyclists on the Vanier Parkway were observed sharing the travelled lane. The Vanier Parkway is identified for future onstreet painted cycling lanes within the City of Ottawa Cycling Master Plan. Presland Road is identified as a bicycle route within the City of Ottawa Cycling Master Plan and is signed as such. On-street cycling lane pavement markings are not provided along Presland Road. Project No Page 7

12 N Site NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 4: Existing Transit Service Route Map

13 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March Existing Traffic Volumes Existing traffic volume data for the study area intersections were obtained from the City of Ottawa. Dillon Consulting Limited (Dillon) observed the traffic operations of the study area intersections on May 21, A description of the count data is described in Table 2 below: Table 2: Traffic Count Data Intersection Date of Count Peak Periods Origin Donald Street & Vanier Parkway June 25, 2008 AM & PM peak City of Ottawa Queen Mary Street & Vanier Parkway August 7, 2007 AM & PM peak City of Ottawa Coventry Road & Vanier Parkway August 11, 2008 June 9, 2006 August AM & PM peak City of Ottawa WB Off-Ramp & Vanier Parkway July 25, 2008 AM & PM peak City of Ottawa EB Off-Ramp Vanier Parkway July 21, 2008 AM & PM peak City of Ottawa Figure 5 illustrates the AM and PM peak hour turning movement volumes at the study area intersections. 3.5 Intersection Performance Existing Conditions Table 3 summarizes the performance of the study area intersections under existing conditions utilizing existing traffic signal timing as provided by the City of Ottawa. Detailed intersection performance worksheets are included in Appendix B. Table 3: Level of Service Analysis of Existing Conditions Intersection Overall V/C AM Peak Overall LOS V/C > 0.90 Overall V/C PM Peak Overall LOS Donald Street & Vanier Parkway 0.58 A D Queen Mary Street & Vanier Parkway 0.62 B C - Coventry Road & Vanier Parkway 0.68 B E WB Off-Ramp & Vanier Parkway 0.62 B B - EB Off-Ramp & Vanier Parkway 0.83 D NBT: E V/C > 0.90 NBT: 0.91 NBT: 1.20 NBT: 1.12 As indicated in Table 3, the study area intersections currently operate satisfactorily with the exception of the intersections of the Vanier Parkway and Coventry Road, and Vanier Parkway and Highway 417 Eastbound Off-Ramp, which operate with overall V/C ratios above the critical threshold of 0.90 during the PM peak period. As identified within Table 3, northbound through movements are approaching or exceeding capacity at Donald Street during the PM peak, at Coventry Road at the PM peak, and at the Highway 417 Eastbound Off-Ramp during the AM and PM peak periods. Project No Page 9

14 (240) 120 (1595) 1450 (15) (155) 45 (55) 90 (75) Donald Street N (13) 10 (50) 25 (35) (100) 1210 (1740) 45 (50) (60) 25 (1610) 1530 (35) 25 (40) 25 (15) 10 (70) 60 (1720) (40) 10 (10) 55 (40) 25 (65) 1280 (1810) 55 (45) Vanier Parkway Queen Mary Street Proposed Site Access 1355 (1915) (255) 190 (1455) 1425 (15) (285) 50 (10) 390(655) Coventry Road RCMP Access (40) 5 (70) 20 (130) 20 (1360) 1005 (880) (450) 1265 (1590) 190 (90) 370 (480) 465 ( (860) 1345 (1650) Highway 417 (50) 65 (1220) 1205 (445) (225) 85 (120) Tremblay Road (590) 600 (200) 280 (525) (130) 1585 (1965) LEGEND 0 (0) 0 (0) 0 (0) AM (PM) PEAK HOUR TURNING MOVEMENTS NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 5: Existing Traffic Volumes

15 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March Site Observations A site visit to the study area intersections was conducted on Wednesday, May 21, 2009 during the AM peak period from 7:30 a.m. to 8:30 a.m. and on June 3, 2009 during the PM peak period from 4:00 p.m. to 5:00 p.m. The purpose of the site visit was to collect site data and observe intersection operations. All study area intersections were found to operate acceptably with observed queuing of the northbound and southbound movements at some of the study area intersections, which is consistent with the analysis of existing LOS conditions. The travel patterns observed were also found to be consistent with the existing traffic volume counts. Project No Page 11

16 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March FUTURE BACKGROUND CONDITIONS Future background traffic conditions were assessed to differentiate between the improvements required to accommodate growth in traffic exclusive the subject development and improvements required to accommodate traffic generated by the subject development. 4.1 Anticipated Road Network Based on the 2008 Transportation Master Plan, this report has assumed that there are no significant road network modifications or improvements anticipated within the study time horizons. A 1974 agreement between the National Capital Commission (NCC), the former Regional Municipality of Ottawa-Carleton, the former City of Ottawa, and the former City of Vanier permits a future widening of Vanier Parkway to six lanes between Presland Road and Highway 417. The existing four lane cross-section would have to be maintained along Vanier Parkway between Presland Road and King Edward Avenue/Sussex Avenue. The Ministry of Transportation of Ontario (MTO) is planning to widen Highway 417 to add one additional lane in each direction between Metcalfe Street in the west to Walkley Road in the east Future Background Traffic Volumes Future background traffic volumes are calculated by accounting for potential traffic generated by other known area developments that are currently in the planning approvals process and/or by examining historic traffic growth in the study area. Dillon undertook a review of the historic traffic count data for the intersection of Vanier Parkway and Coventry Road between the years 2005 and This data revealed that over the past few years, traffic volumes along the Vanier Parkway has been static, and in some cases has decreased slightly between 2005 and This phenomenon is likely a result of the Vanier Parkway approaching or reaching its traffic carrying capacity during the peak periods. Through discussions with City staff, it was determined that a nominal, 0.5 percent annual compounded growth rate should be applied to the existing traffic count data to forecast the future background traffic volumes for the various study horizon years. Since no roadway improvements are anticipated by the Transportation Master Plan, the assumed 2012 future background road network lane geometry and traffic controls are similar to the existing, as illustrated in Figure 3. The 2012 future background traffic volumes at study area intersections are outlined in Figure 6. Project No Page 12

17 (245) 120 (1625) 1480 (15) 5 120(155) 45 (55) 90 (75) Donald Street N (15) 10 (50) 25 (40) (100) 1235 (1775) 45 (50) (60) 25 (1640) 1565 (35) 25 (45) 25 (15 10 (70) 65 (1755) (40) 10 (10) 60 (45) 25 (65) 1310(1845) 55 (45) Vanier Parkway Queen Mary Street Proposed Site Access 1385 (1955) (260) 195 (1485) 1455 (15) (290) 55 (10) 400 (665) Coventry Road RCMP Access (45) 5 (70) 20 (135) 20 (1390) 1025 (895) (460) 1290 (1625) 190 (90) 375 (490) 470 (365) 760 (875) 1375 (1685) Highway 417 (50) 65 (1245) 1230 (455) (225) 85 (120) Tremblay Road (605) 610 (205) 290 (540) (135) 1615 (2005) LEGEND 0 (0) 0 (0) 0 (0) AM (PM) PEAK HOUR TURNING MOVEMENTS NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 6: 2012 Future Background Traffic Volumes

18 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March Intersection Performance 2012 Future Background Traffic Conditions Table 4 summarizes the performance of the study area intersections under 2012 future background conditions. The existing traffic signal timing has been optimized for the 2012 traffic conditions. Detailed intersection performance worksheets are included in Appendix B. Table 4: Level of Service Analysis of 2012 Future Background Conditions Intersection Overall V/C AM PEAK Prior to Improvements Overall LOS Donald Street & Vanier Parkway 0.59 A - Queen Mary Street & Vanier Parkway 0.63 B - Site Access & Vanier Parkway V/C > 0.90 Coventry Road & Vanier Parkway 0.69 B - WB Off-Ramp & Vanier Parkway 0.63 B - EB Off-Ramp & Vanier Parkway 0.81 D - PM PEAK Donald Street & Vanier Parkway 0.87 D NBT: 0.99 Queen Mary Street & Vanier Parkway 0.74 C - Site Access & Vanier Parkway Coventry Road & Vanier Parkway 0.95 E EBT: 1.12, NBT: 1.07 WB Off-Ramp & Vanier Parkway 0.70 B - EB Off-Ramp & Vanier Parkway 0.94 E EBL: 0.99, WBL: 0.99, NBT: 0.97 As shown in Table 4 above, the study area intersections are anticipated to operate acceptably during the AM peak period, however during the PM peak, the intersections of the Vanier Parkway and Coventry Road, and Vanier Parkway and Highway 417 Eastbound Off-Ramp are anticipated to have overall V/C ratios above the critical threshold of Individual through and turning movements at the intersections of Donald Street and Vanier Parkway, Coventry Road and Vanier Parkway, and the EB Off-Ramp and Vanier Parkway are anticipated to operate close to or above theoretical capacity during the PM peak period. Project No Page 14

19 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March 2011 Mitigating measures to address anticipated future background traffic conditions have not been provided within this report as necessary left and right turn lanes are generally in place at study area intersections. Traffic carrying capacity of the Vanier Parkway is limited by the number of northbound and southbound through traffic lanes, and this facility is not anticipated to be widened by the Transportation Master Plan. It should be noted that traffic conditions are indicated as degrading from 2008 conditions however, background traffic growth may not occur, as observed between the years 2005 and 2008, thus traffic conditions would remain consistent with the existing operations. Project No Page 15

20 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March DEMAND FORECASTING The development proposal consists of one apartment building anticipated to be occupied by the spring of This building is anticipated to contain 307 apartment units. 5.1 Trip Generation The Institute of Transportation Engineers (ITE) Trip Generation Manual, 8 th Edition is typically utilized to identify the number of vehicle trips generated by a development. Other Dillon traffic impact studies for similar land uses have considered a blended rate between ITE high density rates and townhome rates to provide a more conservative (higher) trip rate. A similar methodology has been followed in this study. Table 5 and Table 6 summarize the proposed trip generation of the development. Land Use Table 5: Trip Generation Rates Independent AM Peak Hour PM Peak Hour Size / Units Variable In Out Total In Out Total Apartment Building Units Land Use Table 6: Total Site Trips Generated Independent AM Peak Hour PM Peak Hour Size / Units Variable In Out Total In Out Total Apartment Building Units NOTE: Total vehicle trips do not reflect a transit modal split reduction 5.2 Modal Split Adjustments The vehicle trips generated by the site were then adjusted to account for person trips occurring by transit. A 20 percent reduction to the total vehicle trips has been applied, as indicated in Table 7, to account for transit usage which is consistent with the average findings of the 2005 Trans Origin Destination Survey for the Ottawa East district. Table 7: Total Trips Generated Adjusted for Transit Mode Share Final Trips Generated Transit share AM PM In Out In Out 20% Project No Page 16

21 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March Trip Distribution & Assignment The City of Ottawa population and employment data was reviewed to determine travel patterns to and from the site. The data is summarized for 26 districts across the entire City. The development site falls within the Ottawa East district. Traffic exiting the site would be distributed 30% to the north (27% continuing fully north, 3% north to travel eastbound through Donald Street/Queen Mary Street), and 70% to the south (further splitting to 10% towards Highway 417 eastbound, 30% toward Highway 417 westbound, 15% on Coventry Road eastbound, and 15% on Riverside Drive southbound). Table 8 provides a summary of the trip distribution assumed for this study. Figure 7 illustrates the assignment of site traffic generated by the subject development. Table 8: Site Trip Distribution Direction (to / from) Percent Distribution Roads Facilitating Travel North 27% Vanier Parkway South 15% East 3% Vanier Parkway / Riverside Drive Donald Street Queen Mary Street East 15% Coventry Road East 10% Highway 417 West 30% Highway 417 Project No Page 17

22 (0) 0 (28) 7 (0) 0 0 (0) 0 (0) 0 (2) Donald Street N (0) 0 (0) 0 (0) 0 2 (1) 28(14) 0 (0) (0) 0 (30) 7 (0) 0 (0) 0 (0) 0 (0) 0 Vanier Parkway (31) 7 (0) 0 0 (0) 0 (0) 0 (1) 1 (1) 30(15) 0 (0) 31 (15) 72 (36) 17 (72) 0 (0) Queen Mary Street Site Access 4(15) 0 (0) 0 (0) (8) 15 (28) 57 (0) 0 0 (0) 14 (57) 0 (0) Coventry Road RCMP Access (0) 0 (0) 0 (0) 0 (13) 26 (15) 31 2 (10) 0 (0) 0 (0) 11 (46) Tremblay Road Highway 417 (0) 0 (8) 15 (5) 10 0 (0) 0 (0) (31) 7 (0) 0 (0) 0 0 (0) 4 (15) LEGEND 0 (0) 0 (0) 0 (0) AM (PM) PEAK HOUR TURNING MOVEMENTS NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 7: Site Generated Trips

23 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March TOTAL FUTURE TRAFFIC CONDITIONS Total future traffic volumes include traffic generated by background traffic volume growth plus the addition of site generated traffic. Figure 8 illustrates total future traffic volumes for the 2012 horizon year. 6.1 Intersection Performance 2012 Total Future Traffic Conditions Table 9 summarizes the performance of the study area intersections under 2012 total future traffic conditions. Detailed intersection performance worksheets are included in Appendix B. With the addition of site generated traffic, it is anticipated that all study area intersections will operate satisfactorily during the AM peak period. However, during the PM peak, the intersections of the Vanier Parkway and Coventry Road, as well as the Vanier Parkway and Highway 417 Eastbound Off-Ramp are anticipated to continue to operate with overall V/C ratios above the critical threshold of 0.90, similar to the 2012 background conditions. Individual through and turning movements at the intersections of Vanier Parkway and Donald Street, Vanier Parkway and Coventry Road, and Vanier Parkway and Highway 417 EB Off-Ramp are anticipated to exceed theoretical capacity during the PM peak period. Although development traffic will have an impact on the study area intersections, the amount of traffic anticipated by the development at each intersection is a small percentage of the existing traffic volume and the development will have a very small impact on the operation of the intersection. Generally, the background growth assumed to occur is in excess of the trips generated by the subject development. Mitigating measures to address anticipated 2012 total future traffic conditions have not been provided within this report as necessary left and right turn lanes are generally in place at study area intersections. Traffic carrying capacity of the Vanier Parkway is limited by the number of northbound and southbound through traffic lanes, and this facility is not anticipated by the Transportation Master Plan to be widened in the near future. It should be noted that traffic conditions are indicated as degrading from 2008 conditions however, background traffic growth may not occur, as observed between the years 2005 and 2008, thus traffic conditions would remain generally consistent with the existing operations. Project No Page 19

24 (245) 120 (1655) 1485 (15) (155) 45 (55) 90 (80) Donald Street N (15) 10 (50) 25 (40) (105) 1265 (1790) 45 (50) (60) 25 (1670) 1570 (35) 25 (45) 25 (15) 10 (70) 65 (35) 10 (1755) (40) 10 (10) 60 (45) 25 (65) 1340 (1860) 55 (45) Vanier Parkway 35 (15) 75 (40) Queen Mary Street Site Access 20 (75) 1385 (1955) (270) 210 (1515) 1510 (15) (305) 55 (10) 400(670) Coventry Road RCMP Access (45) 5 (70) 20 (135) 20 (1400) 1050 (910) (460) 1305 (1680) 190 (90) 380 (500) 470 (365) 760 (875) 1385 (1730) Highway 417 (50) 65 (1255) 1245 (460) (225) 85 (120) Tremblay Road (635) 620 (205) 290 (540) (135) 1620 (2020) LEGEND 0 (0) 0 (0) 0 (0) AM (PM) PEAK HOUR TURNING MOVEMENTS NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 8: 2012 Total Future Traffic Volumes

25 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March 2011 Table 9: Level of Service Analysis of 2012 Total Future Conditions Intersection Overall V/C AM PEAK Prior to Improvements Overall LOS V/C > 0.90 Donald Street & Vanier Parkway 0.59 A - Queen Mary Street & Vanier Parkway 0.63 B - Site Access & Vanier Parkway 0.64 B - Coventry Road & Vanier Parkway 0.70 B - WB Off-Ramp & Vanier Parkway 0.64 B - EB Off-Ramp Vanier Parkway 0.81 D - PM PEAK Donald Street & Vanier Parkway 0.88 D NBT: 0.99 Queen Mary Street & Vanier Parkway 0.75 C - Site Access & Vanier Parkway 0.69 B - Coventry Road & Vanier Parkway 0.98 E EBT: 1.12, NBT: 1.11 WB Off-Ramp & Vanier Parkway 0.72 C - EB Off-Ramp Vanier Parkway 0.96 E EBL: 0.97, WBL:0.99, NBT: 0.99 Project No Page 21

26 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March FUTURE BACKGROUND TRAFFIC CONDITIONS The proposed development is anticipated to be constructed and occupied by the year The City of Ottawa Traffic Impact Study Guidelines requires an evaluation of traffic conditions five years post development. The 2017 future background traffic volumes represent the existing traffic count data as supplied by the City of Ottawa and incorporates a 0.5 percent compounded traffic volume growth rate. Since the Transportation Master Plan does not identify significant improvements within the study area, the assumed 2017 future road network lane geometry and traffic controls at study area intersections are anticipated to remain consistent with the existing configuration as illustrated in Figure 3. The 2017 future background traffic volumes are illustrated in Figure Intersection Performance 2017 Future Background Traffic Conditions Table 10 summarizes the performance of the study area intersections under 2017 future background traffic conditions. Detailed intersection performance worksheets are included in Appendix B. As anticipated, Table 10 indicates that background traffic operations are anticipated to deteriorate over the nine year horizon (from 2008 to 2017). The study area intersections are anticipated to operate acceptably during the AM peak period. However during the PM peak, the intersections of the Vanier Parkway and Coventry Road, as well as Vanier Parkway and Highway 417 Eastbound Off-Ramp are anticipated to have overall V/C ratios above the critical threshold of Individual through and turning movements at the intersections of Vanier Parkway and Donald Street, Vanier Parkway and Coventry Road, and Vanier Parkway and Highway 417 EB Off-Ramp are anticipated to exceed theoretical capacity during the PM peak period. Again, mitigating measures to address anticipated future background traffic conditions have not been provided within this report as necessary left and right turn lanes are generally in place at study area intersections. Traffic carrying capacity of the Vanier Parkway is limited by the number of northbound and southbound through traffic lanes, and this facility is not anticipated to be widened by the Transportation Master Plan. It should be noted that traffic conditions are indicated as degrading from 2008 conditions however, background traffic growth may not occur, as observed between the years 2005 and 2008, thus traffic conditions could remain consistent with the existing operations. Project No Page 22

27 (250) 125 (1670) 1520 (15) (160) 45 (55) 95 (80) Donald Street N (15) 10 (50) 25 (40) (105) 1270(1820) 50 (50) (65) 25 (1685) 1600 (40) 25 (45) 25 (20) 10 (75) (40) 10 (10) 60 (45) 25 (65) 1340 (1895) 60 (45) Queen Mary Street Site Access (1800) 1725 Vanier Parkway 1420 (2005) (265) 200 (1520) 1490 (15) (300) 55 (10) 410 (685) Coventry Road RCMP Access (45) 5 (75) 25 (140) 20 (1425) 1050 (920) (470) 1325 (1665) 190 (90) 385(500) 485 (370) 780 (900) 1410 (1725) Highway 417 (55) 65 (1280) 1260 (465) (235) 90 (125) Tremblay Road (620) 625 (210) 295 (550) (140) 1655 (2055) LEGEND 0 (0) 0 (0) 0 (0) AM (PM) PEAK HOUR TURNING MOVEMENTS NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 9: 2017 Future Background Traffic Volumes

28 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March 2011 Table 10: Level of Service Analysis of 2017 Future Background Conditions Intersection Overall V/C AM PEAK Prior to Improvements Overall LOS V/C > 0.90 Donald Street & Vanier Parkway 0.61 B - Queen Mary Street & Vanier Parkway 0.64 B - Site Access & Vanier Parkway Coventry Road & Vanier Parkway 0.71 C - WB Off-Ramp & Vanier Parkway 0.65 B - EB Off-Ramp Vanier Parkway 0.83 D - PM PEAK Donald Street & Vanier Parkway 0.89 D NBT: 1.02 Queen Mary Street & Vanier Parkway 0.78 C - Site Access & Vanier Parkway Coventry Road & Vanier Parkway 0.94 E EBT: 1.15, NBT: 1.10 WB Off-Ramp & Vanier Parkway 0.72 C - EB Off-Ramp Vanier Parkway 0.96 E EBL: 1.02, WBL: 1.02, NBT: 1.00 Project No Page 24

29 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March TOTAL FUTURE TRAFFIC CONDITIONS Total future traffic volumes for the 2017 horizon year were calculated by summing the 2017 future background traffic volumes with the site generated traffic volumes. Figure 10 illustrates total future traffic volumes for the 2017 time horizon. 8.1 Intersection Performance 2017 Total Future Traffic Conditions Table 11 summarizes the performance of the study area intersections under 2017 total future traffic conditions. Detailed intersection performance worksheets are included in Appendix B. With the addition of site generated traffic, it is anticipated that the study area intersections will continue to operate acceptably during the AM peak period. However, during the PM peak, the intersections of the Vanier Parkway and Coventry Road, Vanier Parkway and Highway 417 Eastbound Off-Ramp are anticipated to have overall V/C ratios above the critical threshold of 0.90, similar to 2017 future background conditions. Individual through and turning movements at the intersections of Vanier Parkway and Donald Street, Vanier Parkway and Coventry Road, and Vanier Parkway and Highway 417 EB Off-Ramp are anticipated to exceed theoretical capacity during the PM peak period. Although development traffic will have an impact on the study area intersections, the amount of traffic anticipated by the development at each intersection is a small percentage of the existing traffic volume and the development will have a very small impact on the operation of the intersection. Generally, the background growth assumed to occur is in well in excess of the trips generated by the subject development. Mitigating measures to address anticipated 2017 total future traffic conditions have not been provided within this report as necessary left and right turn lanes are generally in place at study area intersections. Traffic carrying capacity of the Vanier Parkway is limited by the number of northbound and southbound through traffic lanes, and this facility is not anticipated to be widened by the Transportation Master Plan. It should be noted that traffic conditions are indicated as degrading from 2008 conditions however, background traffic growth may not occur, as observed between the years 2005 and 2008, thus traffic conditions would remain generally consistent with the existing operations. Project No Page 25

30 (250) 125 (1695) 1525 (15) (160) 45 (55) 95 (80) Donald Street N (15) 10 (50) 25 (40) (105) 1295 (1835) 50 (50) (65) 25 (1715) 1610 (40) 25 (45) 25 (20) 10 (75) 65 (35) 10 (1800) (40) 10 (10) 60 (45) 25 (65) 1370 (1910) 60 (45) Vanier Parkway 35 (15) 75 (40) Queen Mary Street Site Access 20 (75) 1420 (2005) (275) 215 (1550) 1550 (15) (315) 55 (10) 410 (685) Coventry Road RCMP Access (45) 5 (75) 25 (140) 20 (1435) 1075 (935) (470) 1335 (1720) 190 (90) 390 (510) 485 (370) 780 (900) 1420 (1775) Highway 417 (55) 65 (1285) 1280 (475) (235) 90 (125) Tremblay Road (650) 635 (210) 295 (550) (140) 1660 (2070) LEGEND 0 (0) 0 (0) 0 (0) AM (PM) PEAK HOUR TURNING MOVEMENTS NOT TO SCALE Vanier Parkway and Presland Road - Residential Development Transportation Impact Assessment Figure 10: 2017 Total Future Traffic Volumes

31 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March 2011 Table 11: Level of Service Analysis of 2017 Total Future Conditions Intersection Overall V/C AM PEAK Prior to Improvements Overall LOS V/C > 0.90 Donald Street & Vanier Parkway 0.61 B - Queen Mary Street & Vanier Parkway 0.65 B - Site Access & Vanier Parkway 0.65 B - Coventry Road & Vanier Parkway 0.72 C - WB Off-Ramp & Vanier Parkway 0.65 B - EB Off-Ramp Vanier Parkway 0.84 D - PM PEAK Donald Street & Vanier Parkway 0.90 D NBT: 1.03 Queen Mary Street & Vanier Parkway 0.81 D - Site Access & Vanier Parkway 0.71 C - Coventry Road & Vanier Parkway 1.00 E EBT: 1.15, NBT: 1.16 WB Off-Ramp & Vanier Parkway 0.74 C - EB Off-Ramp Vanier Parkway 0.98 E EBL: 1.03, WBL: 1.02, NBT: 1.01 Project No Page 27

32 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March SYSTEM CONGESTION / CAPACITY 9.1 Permissible Land Use The subject site is currently zoned to permit minor institutional uses (I1A). Some key provisions of this zoning include: no maximum lot coverage; maximum height of 11 metres (due to abutting R3 zone); and, uses that include community uses, municipal services, recreational facilities, retirement homes, schools, sports arenas and places of worship among others. As such, the trips generated by a permissible land use can be estimated. The site covers approximately 128,400 square feet. Using a conservative estimate of set backs and acknowledging the lack of lot coverage restrictions, the potential developable area is 95,000 square feet. Height restrictions permit a two storey building resulting in a potential gross floor area of 190,000 square feet (above ground). Table 12 list some average ITE trip generation rates for a selection of currently permissible land uses during the morning and afternoon adjacent street peak hours. Table 13 also indicates the resultant trips generated by currently permitted uses. In these estimates, the potential development size has been maintained within a more typical range for each land use. This range is often considerably lower than the potential development size permitted by the existing zoning. Table 12: Permitted Use Trip Generation Rates Land Use ITE Size / Units AM Peak Hour PM Peak Hour Land Use Code Assumed In Out Total In Out Total Place of Worship ,000 sqft Library ,000 sqft Retirement Home ,000 sqft Recreational Facility ,000 sqft Land Use ITE Land Use Code Table 13: Permitted Use Generated Trips Size / Units AM Peak Hour PM Peak Hour Assumed In Out Total In Out Total Place of Worship ,000 sqft Library ,000 sqft Retirement Home ,000 sqft Recreational Facility ,000 sqft As seen in Table 13, the potential land use trip generation permitted by the existing zoning varies widely. Some land uses generate far fewer trips and some generate far more. It is also noted that many of these land uses generate considerably more traffic during non-peak periods, such as during evenings or weekends. The analysis of permissible land use for the existing zoning shows that the proposed residential development would generate traffic volumes within a similar range as potential land uses permitted under the existing Project No Page 28

33 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March 2011 zoning. As such, there is limited impact of the requested zoning by-law amendment from a traffic perspective. 9.2 Screenline Analysis The closest screenlines from the City of Ottawa Screenline System are SL33, SL 32 and SL54. However, SL33 and SL54 are fairly distant from the site and no specific trips are assigned across these screenlines. The Hurdman Bridge (Highway 417) is the only facility that crosses SL32. This facility has been assigned between seven and 31 trips from the proposed development site. This represents the highest single distribution of site trips to a roadway facility. The existing capacity of this link is 7350 PCU. This indicates that the site trips would add between 0.1% and 0.4% of the existing capacity. Not only do these percentages represent an insignificant contribution to volumes, but they are well within the range of typical daily or seasonal variations in traffic flow and they are no greater than could be reasonably expected of a permitted land use. A brief assessment of traffic volume contribution to the Vanier Parkway was also carried out. It was found that site traffic would represent between 0.4% and 4% of volume on Vanier parkway during peak periods at the 2017 horizon. As noted above, these volumes are well within the range that could be reasonably expected of a permissible land use and as such are accounted for in the City of Ottawa s long term planning. Project No Page 29

34 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March LOCALIZED IMPROVEMENTS The introduction of the site access to the Vanier Parkway will require the following traffic control and roadway modifications: The existing Mid-Block Pedestrian Signal (MPS) at Presland Road will need to be upgraded to a full traffic control signal. A northbound right turn taper of 60 metres should be provided to the site access from the Vanier Parkway. A southbound left turn lane, with the minimum City of Ottawa left turn storage length of 40 metres, and a 50 metre taper is warranted based on traffic volumes. Through discussions with City staff, the bus bay on the west side of the Vanier Parkway is to be removed and reinstated, as per the typical cross-section. In conjunction with the modification of the travel lanes and curbs along the Vanier Parkway, cycling lanes are to be added along the development frontage. The multi-use pathway alignment will be modified to provide a continuous cycling network from West Presland Road to the new traffic control signal at the site access. A functional design of the local improvements is illustrated in Figure 11. Project No Page 30

35

36 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March TRANSPORTATION DEMAND MANAGEMENT Transportation Demand Management (TDM) is the application of policies, programs, services and products to influence whether, why, when, where and how people travel. TDM measures help shape the economic and social factors behind personal travel decisions. A variety of alternative transportation modes will be available to residents of the proposed apartment units. The site is well served by existing City of Ottawa bicycle routes along Presland Road which connect to the multi-use pathway along the Rideau River and points beyond. In addition, cyclists are currently provided with shared cycling facilities along the Vanier Parkway. Future cycling plans indicate that the Vanier Parkway will eventually include painted on-street cycling facilities. Municipal sidewalks are provided along adjacent streets. Local transit service is provided along the Vanier Parkway directly adjacent the site, with express Route #103 located along Coventry Road, and Route #18 with direct service to downtown located along Queen Mary Street/Vanier Parkway. Generally, the site and its residents will be well served and provided with many travel alternatives. It is suggested that a secure bicycle locker be provided on site, potentially within the parking garage. This locker would benefit tenants, would encourage active transportation modes, and would reduce the number of bicycles being transported to/from private residences within the buildings. Outdoor bicycle visitor parking should also be provided to encourage the use of bicycles by visitors. Details regarding visitor bicycle parking, such as location should be determined at the site plan stage. Project No Page 32

37 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March CONCLUSIONS AND RECOMMENDATIONS The subject site is located at 127 Presland Road, on the north east corner of the Vanier Parkway and Presland Road, approximately 650 metres north of Highway 417. The proposed development is anticipated to be constructed and occupied by 2012 and consists of: an 8 storey, 307 unit apartment building; and, a parking garage capable of storing 303 vehicles and 230 bicycles. Conclusions 1. That the study area intersections currently operate at acceptable levels-of-service during the AM peak traffic hour however, during the PM peak period, the intersections of the Vanier Parkway and Coventry Road, and Vanier Parkway and Highway 417 Eastbound Off-Ramp operate with a V/C ratio above Historical traffic count data for the intersection of Vanier Parkway and Coventry Road indicate that traffic volumes have not grown between the years 2005 and 2008, and in some cases have even dropped marginally. 3. Including a background traffic volume growth rate of 0.5 percent compounded annually further degrades the existing operation of the study area intersections. By 2017, the intersection of Coventry Road and Vanier Parkway under total future conditions is anticipated to have reached its theoretical capacity with a V/C ratio equal to Automobile traffic generated by the subject development is anticipated to have a very minor impact on the existing intersections, with background traffic volume growth exceeding development generated impacts. 5. Potential traffic generated by the existing permitted land use for the current I1A zoning is comparable to the traffic generated by the proposed development. Recommendations 1. The introduction of the site access to the Vanier Parkway will require the following traffic control and lane modifications: The existing Mid-Block Pedestrian Signal (MPS) at Presland Road will need to be upgraded to a full traffic control signal. A northbound right turn taper of 60 metres should be provided to the site access from the Vanier Parkway. A southbound left turn lane, with the minimum City of Ottawa left turn storage length of 40 metres, and a 50 metre taper is warranted based on traffic volumes. Through discussions with City staff, the bus bay on the west side of the Vanier Parkway is to be removed and reinstated as per the typical cross-section. Project No Page 33

38 Groupe Lépine Ottawa Vanier Parkway and Presland Road, Residential Development Transportation Impact Study Final Report (Revised) March 2011 In conjunction with the modification of the travel lanes and curbs along the Vanier Parkway, cycling lanes are to be added along the development frontage. The multi-use pathway alignment will be modified to provide a continuous cycling network from West Presland Road the new traffic control signal at the site access. 2. It is suggested that a secure bicycle locker facility be provided on site, potentially within the parking facility. This locker would benefit tenants, would encourage active transportation modes, and would reduce the number of bicycles being transported to/from private residences within the towers. An outdoor visitor bicycle parking facility should also be considered. Project No Page 34

39 APPENDIX A Level of Service Definitions

40 Groupe Lépine Ottawa Vanier Parkway and Presland Road Residential Development Transportation Impact Study Final Report APPENDIX A CAPACITY ANALYSIS AT SIGNALIZED INTERSECTIONS To assist in clarifying the arithmetic analysis associated with traffic engineering, it is often useful to refer to Level of Service (LOS). The term LOS implies a qualitative measure of traffic flow at an intersection. It is dependent upon vehicle delay and vehicle queue lengths at the approaches. The LOS is usually calculated in terms of the ratio between traffic volumes and approach capacity, or Volume to Capacity (V/C) ratio. The City of Ottawa has adopted criteria that directly relate the V/C ratio of a signalized intersection to a LOS rating. The following table describes the categories and characteristics of each level: LOS FEATURES V/C RATIO A B C D E F At this level of service, almost no signal phase is fully utilized by traffic. Very seldom does a vehicle wait longer than one red indication. The approach appears open, turning movements are easily made and drivers have freedom of operation. At this level, an occasional signal phase is fully utilized and many phases approach full use. Many drivers begin to feel somewhat restricted within platoons of vehicles approaching the intersection. At this level, the operation is stable though with more frequent fully utilized signal phases. Drivers feel more restricted and occasionally may have to wait more than one red signal indication, and queues may develop behind turning vehicles. This level is normally employed in urban intersection design. At this level, the motorist experiences increasing restriction and instability of flow. There are substantial delays to approaching vehicles during short peaks within the peak period, but there are enough cycles with lower demand to permit occasional clearance of developing queues and prevent excessive backups. At this level, capacity is reached. There are long queues of vehicles waiting upstream of the intersection, and delays to vehicles may extend to several signal cycles. At this level, saturation occurs, with vehicle demand exceeding the available capacity > 1.00 Project No A-1