Re: 233 Armstrong Street Residential Condominium Traffic Brief

Transcription

1 1223 Michael Street, Suite 100, Ottawa, ON K1J 7T2 Tel: Fax: August 8, 2008 TO3031TOP00 BY Spencedale Properties 7 Cobb Court Ottawa, ON K2J 2K2 Attention: Gerry Lalonde Director Dear Mr. Lalonde: Re: 233 Armstrong Street Residential Condominium Traffic Brief INTRODUCTION From the information provided, it is our understanding that a 123 unit, 12-storey residential condominium building, including 5000 ft 2 of ground floor commercial, is being proposed at the above-noted address. As per the attached concept plan, the site is located on the east side of Hamilton Avenue and extends the length of the block from Armstrong Street north to Spencer Street. Access/egress for the approximate 110 below-grade parking spaces (3 levels), is proposed to Hamilton Avenue mid-block between Armstrong and Spencer Streets. Hamilton Avenue, Armstrong Street and Spencer Street, are designated as local streets in the City s Official Plan. With regard to traffic and parking control on adjacent streets, Hamilton Avenue s approaches to both Armstrong Street and Spencer Street are STOP sign controlled, as are the Spencer Street approaches to Parkdale Avenue. The Parkdale/Armstrong intersection is traffic signal controlled. One hour parking is permitted on both sides of Spencer Street and on the west side of Hamilton Avenue adjacent to the site. On the east side of Hamilton Avenue there is no sidewalk and no formalized on-street parking. Parking is prohibited on both sides of the adjacent block of Armstrong Street. Sidewalks exist on both sides of adjacent streets, except for the aforementioned east side of Hamilton Avenue. In initial discussions with City staff, it was confirmed that a traffic study was not required as 67 residential units were being proposed which was below the trigger (75 units) that warrants the preparation of a Traffic Brief. However, as there is anticipated to be community interest in the project, City staff advised that it would be prudent for the proponent to be proactive regarding potential traffic impact concerns, and submit a Traffic Brief along with the rezoning application. Since these initial discussions, the project has increased to 123 units. However, as the combination of 123 high-rise condominium units

2 Page 2 and 5000 ft 2 of ground floor specialty retail generate less than 75 vph two-way totals, a Traffic Brief is still not required. Regardless, the Traffic Brief for the increased number of units (123) is contained herein. EXISTING TRAFFIC CONDITIONS To provide a snap shot of current traffic conditions on adjacent streets, Delcan conducted a weekday afternoon peak hour count at the Armstrong/Hamilton intersection on Monday 14 April The resultant volumes are depicted as follows. Figure 1: Current Afternoon Peak Hour Volumes Observations of current traffic operations at this intersection and the immediately adjacent streets revealed free-flow traffic and no issues as would be expected based on the low volumes. It is noteworthy, however, that the seasonal outdoor Parkdale Market is located on the ½ block adjacent to the south fronting onto Parkdale Avenue and onto a short section of Armstrong Road west of Parkdale Avenue. During the summer months, the Market is very active throughout the day and week and volumes on adjacent streets would be higher than those depicted on the foregoing figure. SITE TRAFFIC GENERATION For the two land uses proposed, the vehicle trip rates contained in the ITE Trip Generation Manual were used. For the high-rise apartment units, the average rate for Data Source ITE 232 High-rise Residential Condominium was used, and for the ground floor commercial, the average rate for Data Source ITE 814 Specialty Retail was used. As there is no identified vehicle trip rates for Specialty Retail during the morning peak hour, a value of ½ of the afternoon peak hour was used. The resultant combined peak hour trips are summarized in Table 1. As shown in Table 1, the proposed development used will generate 49 to 61 vph two-way total during the peak hours.

3 Page 3 Table 1: Site-Generated Traffic Land Use Data GLA AM Peak PM Peak Source (ft 2 ) In Out Total In Out Total Residential High-Rise Condominium ITE units Ground Floor Commercial Specialty ITE Retail Centre TOTAL SITE TRAFFIC DISTRIBUTION AND ASSIGNMENT Based on the connectivity of Hamilton and Armstrong Streets to the area s primary road network, and the location of the site relative to major employment in the area, site traffic distribution was assumed to be as follows: Residential: Commercial: - 50% to/from the north via Parkdale - 20% to/from the south via Parkdale - 20% to/from the south via Hamilton - 10% to/from the west via Spencer - 40% to/from the north via Parkdale - 35% to/from the south via Parkdale - 20% to/from the south via Hamilton - 5% to/from the west via Spencer The resultant assignment of site-generated traffic to area roads is depicted in Figure 2. Figure 2: Site-Generated Traffic Volumes

4 Page 4 As can be seen from the values in Figure 2, the proposed development is projected to add the following two-way traffic to immediately adjacent streets. Two-way traffic increases Morning peak hour Afternoon peak hour Hamilton - North of the site South of Armstrong Armstrong - East of Hamilton West of Hamilton 3 5 As can be seen from these volumes, they are very low, with the highest increase being on Hamilton Street immediately north of the site driveway. The volume increase is 29 vph maximum, which is less than one new vehicle every two minutes on this street. This volume increase is considered inconsequential with regard to area traffic operations. CONCLUSION The foregoing analysis indicates that the proposed land use will have minimal impact on the traffic operation of area streets. Peak hour site-generated traffic is low and is well distributed to area streets so as to minimize impact. The site s garage driveway is well off-set from adjacent intersections, and will have no impact on the operation of these intersections. Sufficient garage driveway design details are not available at this time, thus comment cannot be made with regard to conformity to the Zoning and Private Approach Bylaws. Subject to appropriate site driveway design, the project should be approved from a transportation perspective. Sincerely, Ronald M. Jack, P.Eng. Vice President Manager, Transportation Division Attachment H:\ISO\ASP\TO3031\TOP\DOCS\Lalonde_Aug808.doc

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6 1223 Michael Street, Suite 100, Ottawa, ON K1J 7T2 Tel: Fax: June 13, 2012 OUR REF: TO3031TOP00 BY TEGA Developments 1755 Woodward Drive Ottawa, ON K2C 0P9 Attention: Mr. Spyro Dimitrakopoulos Dear Sir: Re: Attika at Parkdale Market Mixed-Use Development Transportation Impact Study Addendum #1 1. BACKGROUND The above-noted TIS, dated 26 September 2011, was prepared based on the site s proposed land use plan at that time. With regard to the current Site Plan Application for the project, there have been some changes to the land use that required the preparation of this Addendum. From comparison of the previous plans to the current plans, there appears to be no change to the garage layout, to its ramp connection to Hamilton Avenue or to any other physical vehicle-related functions. The only change related to transportation is to the land use quantities which effect site traffic generation. As such, this Addendum addresses only the net change in peak hour site traffic generation related to the current Site Plan. The ground floor, second floor and first parking level of the current proposal are attached. 2. LAND USE COMPARISON The following Table 1 compares the land use breakdown from the TIS to that currently proposed. Table 1: Land Use Comparison Use 2011 TIS Current Site Plan Residential condos 302 units 254 units Specialty retail 9450 ft ft 2 Office 10,200 ft ft 2 Live/work office ft 2 Restaurant 3100 ft ft 2

7 Page 2 As can be seen from this table, there is now a significant reduction in residential units (48), the office has increased by 40%, the retail is approximately the same and the restaurant has approximately doubled in size. 3. TRAFFIC GENERATION COMPARISON The peak hour traffic generation for the current proposal is attached. As indicated in the bottom table, the total new two-way peak hour site-generated traffic volumes are estimated to be 108 vph and 124 vph during the weekday morning and afternoon peak hours respectively. Table 6 of the TIS identified the projected site-generated peak hour volumes to be 118 vph and 138 vph respectively which are slightly higher. As such, it can be confidently said that the current proposed Site Plan will generate less peak hour traffic (approximately 10% less) than the previously proposed plan. 4. CONCLUSIONS Based on the foregoing, it can be concluded that as the current Site Plan generates slightly less peak hour traffic than that identified in the original TIS, and as the garage and its access design/layout has not changed, the findings and recommendations of the original TIS remain valid and no further transportation analysis is required. As such, the proposed Site Plan is recommended from a transportation perspective. Please call if you have any questions of the foregoing. Sincerely, Ronald M. Jack, P.Eng. Vice President Transportation Manager Ottawa Operations Attachments H:\ISO\ASP\TO3031\TOP\DOCS\Dimitrikapoulus_13June2012_Addendum#1.doc

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11 (June 2012) Modified Person Trip Generation Land Use Data Source Area AM Peak (veh/h) PM Peak (veh/h) In Out Total In Out Total Total Site ft² 44% 56% 44% 56% Specialty Retail ITE 814 9,705 ft² ft² 52% 48% 59% 41% Restaurant ITE 932 6,190 ft² ft² 79% 21% 27% 73% Office ITE 720 6,620 ft² Units 19% 81% 62% 38% High-Rise Condos ITE Du Total Specialty Retail Trip Generation Travel Mode AM Peak PM Peak Mode (veh/h) (veh/h) Share In Out Total In Out Total Auto Driver 50% Auto Passenger 10% Transit 25% Non-motorized 15% Total Person Trips 100% Less Pass-by (30%) Total 'New' Specialty Retail Auto Trips Restaurant Trip Generation Travel Mode Mode Share AM Peak (veh/h) PM Peak (veh/h) In Out Total In Out Total Auto Driver 35% Auto Passenger 30% Transit 15% Non-motorized 20% Total Person Trips 100% Less Pass-by (30%) Total 'New' Restaurant Auto Trips High-Rise Condos Trip Generation Travel Mode AM Peak PM Peak Mode (veh/h) (veh/h) Share In Out Total In Out Total Auto Driver 50% Auto Passenger 10% Transit 25% Non-motorized 15% Total Person Trips 100% Less Pass-by (0%) Total 'New' High-Rise Condos Auto Trips

12 (June 2012) Office Trip Generation Travel Mode Mode Share AM Peak (veh/h) PM Peak (veh/h) In Out Total In Out Total Auto Driver 50% Auto Passenger 10% Transit 25% Non-motorized 15% Total Person Trips 100% Less Pass-by (0%) Total 'New' Office Auto Trips Total Site Trip Generation Travel Mode AM Peak (veh/hr) PM Peak (veh/hr) In Out Total In Out Total Specialty Retail Trip Generation Restaurant Trip Generation High-Rise Condos Trip Generation Office Trip Generation Les Specialty Retail Pass-by (30%) Less Restaurant Pass-by (30%) Total 'New' Auto Trips

13 1223 Michael Street, Suite 100, Ottawa, ON K1J 7T2 Tel: Fax: December 12, 2012 OUR REF: TO3031TOP00 BY TEGA Developments 1755 Woodward Drive Ottawa, ON K2C 0P9 Attention: Mr. Spyro Dimitrakopoulos Dear Sir: Re: Attika at Parkdale Market Mixed-Use Development Transportation Impact Study: Addendum #2 1. INTRODUCTION Delcan prepared the above noted TIS and Addendum #1 for the Attika project. The current Site Plan Application for the proposed development now has fewer residential units than the previous two submissions, as well as some changes to the restaurant retail office/condo and live/work floor areas. The purpose of this Addendum #2 is to identify the transportation implications of the current proposed changes to the Site Plan 2. PREPARED LAND USE The current proposal, as depicted on the attached exhibits, is comprised of 239 residential condominium units, 6,906 ft 2 of restaurant, 10,212 ft 2 of specialty retail, 8,552 ft 2 of office/condo and 7,961 ft 2 of live/work office space. A total of 354 parking spaces are also proposed. The following Table 1 compares these values to those assessed in the original TIS and in Addendum #1. Table 1: Land Use Comparison Use 2011 TIS Addendum #1 Site Plan Addendum #2 Site Plan Residential condos 302 units 254 units 239 units Specialty retail 9,450 ft 2 9,705 ft 2 10,212 ft 2 Office 10,200 ft 2 6,620 ft 2 8,552 ft 2 Live/work office - 7,427 ft 2 7,961 ft 2 Restaurant 3,100 ft 2 6,190 ft 2 6,906 ft 2

14 Page 2 3. TRAFFIC GENERATION COMPARISON Using the same trip generation parameters and value as were used in the TIS and Addendum #1, the following is the net change in peak hour office generation associated with the forgoing changes. Table 2: Net Changes in Traffic Generation Between Current Site Plan and Previous Submissions Vehicles Per Hour Relative to TIS Relative to Addendum #1 AM Peak Hour PM Peak Hour AM Peak Hour PM Peak Hour Residential condos Specialty retail Office condos Live/work office Restaurant Net Change As can be seen from the review of this table the proposed reduction in residential units causes the biggest reduction in site-generated traffic and the proposed increase in restaurant floor area results in the biggest increase in site-generated traffic. These two changes, effectively nullify each other with the net change in peak hour traffic flow between Addendum #2 and the previous submissions being in the range of 3vph to 7vph two-way total. These volume increases are equivalent to one new vehicle every minutes on average during peak hours. As these low volumes are then spread out over a number of study area roads and intersections, there will be no measurable impact on traffic operations. 4. RECOMMENDATIONS As the proposed changes to the Site Plan will have no measurable traffic impact or area roads and intersections, and as the site access/egress and garage design remain effecting unchanged from previous submissions, the current Site Plan is recommended from a transportation perspective. Please call if you have any questions of the foregoing. Sincerely, Ronald M. Jack, P.Eng. Vice President Transportation Manager Ottawa Operations Attachments

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