March 28 th, 2013 Mr. Nicholas Caragianis Nicholas Caragianis Architect Inc. 137 Pamilla Street Ottawa, ON K1S 3K9 [Tel: 613 237-6801 ext. 222 / Fax: 613 237-8289 / E-mail: nicholas@ncarchitect.ca] Dear Mr. Caragianis: Re: Manotick Plaza, 5501-5511 Manotick Main Street - Traffic Impact Brief The purpose of this letter report is to provide a Transportation Impact Brief (TIB) that addresses the transportation and traffic impacts associated with the proposed expansion of the existing retail Manotick Plaza located in the north-west corner of the Bridge Street/Manotick Main Street intersection. The proposal involves augmenting the services offered by the existing retail plaza within the downtown Manotick area through the development of two small one-storey retail pads. This TIB is intended to conform to the City of Ottawa s Traffic Impact Study guidelines and standards ( Transportation Impact Assessment Guidelines, October 2006). Pre-Consultation Initial discussions with a City of Ottawa representative (Ms. Amira Shehata, Project Manager Infrastructure Approvals) determined that a Traffic Impact Brief (TIB) would be adequate to address the proposed development of the Manotick Plaza. It was determined that the TIB should: address the Bridge Street/Manotick Main Street intersection; address the existing site access off Bridge Street and the proposed site access of Manotick Main Street; assume a 20% component of pass-by patronage traffic; and review the impacts associated with proposed developments adjacent to the site (which were to include the proposed Mahogany development, Manotick Villa Seniors Residence, Clapp Lane development, Stranherd Bridge and the 6067 First Line Road Subdivision). 2460 Lancaster Road, Suite 200, Ottawa, Ontario, K1B 4S5 Telephone (613) 731-4052 Fax: (613) 731-0253
A. The Proposed Development The Manotick Plaza development (Annex A ) is comprised of two lots: The existing one-storey retail plaza is located at 5511 Manotick Main Street on a 1.44 acre site with 233.25 ft (71.1 m) of frontage. [It s legal description is N Gower Plan 488 Lots 1 to 3;N Gower Con BF PT Lot 1 N;Gower Plan 547 Lot 1] and is characterized by 1,022 m 2 Gross Leasable Area (GLA). The development also includes the adjoining vacant lot to the north of the existing retail site located at 5501 Manotick Main Street. This parcel is 0.2 acres in size has a frontage of 80 ft (24.4 m) and a lot depth of 93.85 ft (28.6 m). [It s legal description is N G Plan 547 Lot 2 PT Lot 3] Both parcels combined result in a total lot size of 1.64 acres. The proposed development would accommodate two small additional one-storey retail pads (558 m 2 and 491 m 2 ) over the two properties, that would result in a total leasable area of 2,070 m 2 GLA. The proposed development would involve a rearrangement and expansion of the existing 60 stall parking lot to provide for a total of 75 parking stalls. The site (See Exhibit A-2) would be accessible from two entrances, which include the existing entrance off Bridge Street (that would be converted to a right-in/right-out with the advent of a median placed between the eastbound and westbound traffic lanes) and the proposed relocated access on Manotick Main Street. (Note that the existing entrance off Manotick Main Street would be relocated north by approximately 25m). Heavy vehicle access (delivery trucks and garbage pick-up) would continue to be provided using the existing driveway access on the east side of the existing building. The completion date for the proposed site is anticipated to be within the spring of 2014 (to the best of CastleGlenn s knowledge at the time of writing) and would be constructed within a single phase. The land use for the proposed site would be best described as a shopping centre as defined within the City of Ottawa Zoning Bylaw (Part 1 Administration, Interpretation and Definitions, Section 54): Shopping Centre means a group of predominantly commercial and service occupancies that: (a) is designed, developed and managed as a unit whether by a single owner or a group of owners or tenants acting in collaboration; (b) is either in a single building or in multiple buildings on the same lot or abutting lots, and shall be considered as one lot for zoning purposes; (OMB Order, File #PL080959 issued June 1, 2010) (c) is made up entirely of uses permitted or lawful non-conforming on the site; Page - 2 -
(d) has a minimum size greater than a cumulative total of 2,000 square metres of gross leasable floor area; and has either: (i) a common parking lot or parking garage or a combination thereof; or Part 1 Administration, Interpretation and Definitions 1 30 City of Ottawa Zoning By-law 2008-250 Consolidation (ii) a group of parking lots or parking garages or a combination thereof which are managed as a unit by the same owner, owners or tenants of the commercial and service occupancies required in subparagraph (a) above, and are on the same lot or lots as the commercial and service occupancies required in subparagraph (a) above. (centre commercial). Land Use Exclusion Assumption It is assumed as part of this TIB that the land use for the proposed site would be limited to retail development. It must be emphasized that this TIB assumes that the permitted retail uses would exclude restaurants, coffee shops or other businesses with a drivethrough. These types of land uses are known to be high vehicle traffic generators. The retail expansion would be limited to conventional service retail tenants. B. Existing Conditions Current Site Description The existing Manotick Plaza hosts: A convenience store (Mac s); Three restaurants (Subway, Milano s Pizza, Hard Stones Bar & Grill); A hair salon (First Choice Hair Cutters); A nail salon (Spa Nails); and A pet shop (Village Groomer). A site visit was undertaken on Thursday, March 7 th, 2013 to verify current roadway geometrics (roadway lane configuration, driveway configuration, etc.) and observe existing traffic conditions within the vicinity of the proposed site. Current Zoning The Study Area The proposed site is currently defined within the City of Ottawa Zoning Bylaw as VM or Village Mixed-Use Zone (Part 13 City of Ottawa Rural Zones sections 229-230). The area within the immediate vicinity of the proposed site is for the most part is surrounded by local residential land uses with institutional, employment and recreational supporting uses. Adjacent Residential Uses: The majority of the lands south-west of the Bridge Street/Manotick Main Street intersection, east of Johnston Clapp Lane and north on Dickinson Circle are residential, comprised primarily of single-family dwellings. Adjacent Retail Uses: Several retail businesses are located along Manotick Main Street east of Manotick Plaza. A Giant Tiger retail outlet is located just south of the site on Maple Avenue. Page - 3 -
Adjacent Institutional Uses: The Orchard View Retirement Residence is currently under construction and is located immediately to the north of the site. The Manotick Public School is located in the area bounded by Bridge Street, North Drive, Elizabeth Street and Long Island Road, the Manotick Cooperative Nursery School is located at 5572 Dr. Leach Drive and the Watson s Mill is located to the north east of the site. The Mill is a historic and a tourist, social, cultural and educational site for the community of Manotick and visitors. Roads within the Study Area Study Area Intersections The City of Ottawa s Transportation Master Transportation Plan 1 (Map 8: Rural Road Network) outlines the roadway classifications and operational characteristics of the supporting roadway network. Bridge Street is defined as an arterial roadway that provides east-west service in the form of a two lane (one-lane-per-direction) roadway. The corridor has posted a speed limit of 40 km/hr within the vicinity of the development; Manotick Main Street is defined as an arterial roadway that provides for two lanes of travel (one-lane-per-direction) with auxiliary lanes (where required) and has a posted speed limit of 50 km/hr within the vicinity of the proposed development; Maple Avenue is defined as a local roadway that terminates at a T-intersection approximately 450 m south of the proposed site. This roadway provides for two lanes of travel (one-lane-per-direction); Highcroft Drive is defined as a local roadway that parallels Maple Avenue and intersects with Manotick Main Street. The road is approximately 280 m in length and terminates in a cul-de-sac. This roadway provides for two lanes of travel (onelane-per-direction); and Johnston Clapp Lane is defined as a local roadway that parallels Bridge Street and intersects with Mill Street and Manotick Main Street. This roadway provides for two lanes of travel (one-lane-per-direction). Exhibit A-1 illustrates the location of the main intersections in the vicinity of the proposed development. Bridge Street/Manotick Main Street: This intersection is traffic signal controlled. Its travel lanes are separated by narrow concrete centerline medians at each approach. The intersection provides for auxiliary right-turn lanes in the westbound direction (WB-Storage Length: 40 m) and dedicated left-turn lanes in the westbound, eastbound and southbound directions (WB-Storage Length: 32 m / EB Storage Length: 18 m / SB Storage Length: 140 m). The NB approach is characterized by 2 approach lanes (with the inner lane being a shared Th-LT lane and the outer lane a shared Th-RT lane). The NB egress has two receiving lanes. 1 Transportation Master Transportation Plan, November 2008 Publication 19-82, Map 8 Page - 4 -
Bridge Street Senior s Residence (under construction) Manotick Plaza Proposed Site 5501-5511 Manotick Main St Appliance Advantage/ Manotick Paint Shop Royal Lepage Service/ Retail Plaza Exhibit A-1: Study Area Page - 5 -
Exhibit A-2: Site Plan Page - 6 -
Access No. 1/Manotick Main Street: This proposed access would replace the existing access off Manotick Main Street. The proposed full-movement access would be stop-controlled on the minor leg (Access No. 1) and located opposite Highcroft Drive. The intersection is characterized by two northbound through lanes, a single southbound through lane and a southbound-left turn lane (continuous though to the Bridge Street intersection). Bridge Street/Access No. 2: This existing full-movement access will be converted to a right-in/right-out access with the advent of a raised centre median constructed along Bridge Street. The right-in/right-out access would provide access into the development and would be characterized by STOP -control on the minor leg (Access No. 2). C. Transit Provisions Exhibit C-1 illustrates the provision of transit service routes and the general location of transit stops and routes available within the vicinity of the proposed development. The exhibit indicates that OC Transpo offers two types of transit service to the surrounding development and the adjoining communities. Table C-1 indicates that the area is well served with 17 daily weekday transit runs that would serve the proposed site. Route Colour Type of Service # of Routes Route Numbers No. of Runs Black Regular 1 99 (2 Way Service) 2 Red Peak Hours 2 186, 205 (2 Way Service) 14+1 99, 186, 205 99, 186, 205 99 99 99, 186, 205 99, 186, 205 99, 186, 205 Exhibit C-1: Existing Transit Service 99, 186, 205 Page - 7 -
The site plan provides for walking paths to the existing transit stops on Bridge Street to the east of the site. Transit activity within the study area is generally limited to commuting patrons from Manotick to/from Ottawa s city centre. The site generated volumes in Section H below do not provide for any adjustments related to the share of transit usage for residents, this is a conservative approach that may tend to over-emphasize motor vehicle activity associated with the proposed development. Transit activity to the proposed retail site is anticipated to be negligible; therefore the existing bus stop is anticipated to provide adequate service for transit patrons. D. Cycling Provisions The following documents were referenced as regards to cycling infrastructure: The 2008 City of Ottawa s Transportation Master Plan (Map 3 ) does indicate Bridge Street and Manotick Main Street as on-road cycling route. The City s e-map indicates the pathway on Bridge Street within the vicinity of the development and Manotick Main Street (between Eastman Ave and Bankfield Rd) to be a Suggested cycling route currently not signed. The Ottawa Cycling Plan (January 2008) indicates: Bridge Street and Manotick Main Street to be a spine or city-wide cycling route (See Figure 3-4a); Figure 3-5a & 3-5b of the same document indicates that Bridge Street (between the Rideau River and Manotick Main St) and Manotick Main Street (between Bankfiled Rd and Eastman Ave) to be a Proposed Shared Use Lane (Signed Route) ; and Figure 6-1a indicates the implementation schedule for the Proposed Shared Use Lane Signed Bicycle Route to be Short Term (2008 2018). Cyclist volumes were recorded during the Tuesday May 29 th 2012 traffic count at the Bridge Street/Manotick Main Street intersection which measured over an 8 hour period during dry conditions: Twelve (12) cyclists were observed on Manotick Main Street (NB approach = 6 & SB approach = 6); and Fifty three (53) were observed on Bridge Street (EB approach = 0 & WB approach = 53). It should be noted that out of the 53 cyclists, 49 cyclists (92%) were observed during off peak hour between 11:30-12:30 p.m. and were all heading westbound (This could be a as result of cyclists training for the Cycle for Sight event that was held on June 3 rd 2012, which had cyclists going from Ottawa, through Manotick, to Kemptville). Page - 8 -
Two cyclists were observed in the morning and two in the afternoon during the Wednesday March 6 th 2013 traffic counts at the Manotick Main Street/ Bridge Street intersection. No cyclists were observed on the site visit on Thursday March 7 th 2013. The City of Ottawa Zoning By-law No. 2008-250 [Part 4 Parking, Queuing and Loading Provisions (Sections 100-114)] defines a bicycle parking rate of 1-stall-per-250 m 2 of gross floor area for retail stores. This results in a requirement for a total of 8 bicycle stalls (assuming 2,000 m 2 GFA) within this assessment. The site plan provides for two bicycle racks, one in front of the existing building and one in front of building B. These provide for convenient access to the main entrances and conform to the City of Ottawa s bylaw. E. Pedestrian Provisions Table E-1 contains a summary of peak-hour pedestrian crossing counts obtained from the City of Ottawa on May 29 th 2012 and performed by CastleGlenn on March 6 th 2013. Table E-1: Summary of Current Pedestrian Crossings Time Period AM Peak Hour PM Peak Hour Pedestrians Crossing Intersection West Leg East Leg South Leg North Leg West Leg East Leg South Leg Manotick Main St/Bridge St (2012) - 1 1 - - - - - Manotick Main St/Access No. 1 (2013) - - - 2 - - - - Access No. 2/Bridge St (2013) 1 - - - 2 - - - The City of Ottawa count recorded pedestrian traffic volumes at the Bridge Street/Manotick Street intersection over an 8 hour period during dry conditions. Although pedestrian counts were low during peak hours, a total of 25 persons crossing Manotick Main Street (4 on the south leg and 21 on the north leg of the intersection) and 74 persons crossing Bridge Street (5 on the west leg and 69 on the east leg of the intersection) were identified throughout the day. All study area intersections were found to be characterized by relatively low pedestrian activity during the morning and afternoon peak hours of travel demand with a maximum of 5 pedestrians approaching the intersection in the afternoon peak hour. It was recognized that pedestrian volumes would be higher during the summer months. North Leg Page - 9 -
Sidewalks exist along the property boundaries on both Manotick Main Street and Bridge Street. In addition, a marked cross-walk is proposed on the site plan to facilitate pedestrian crossings of the parking lot between the existing building and the two proposed buildings. Signal timing at the Bridge Street/Manotick Main Street was also found to accommodate pedestrian movements (see Section G). The existing and proposed facilities are anticipated to provide adequate service for pedestrians. F. Existing Traffic Characteristics The following traffic counts were obtained over the course of this study: Bridge Street/Manotick Main Street: City of Ottawa weekday traffic count conducted on May 29 th 2012; Manotick Main Street/Access No. 1: CastleGlenn traffic count conducted on March 6 th, 2013 during the morning peak hour and (6:30 am to 9:30 am) afternoon peak hour (3:00 pm to 6:00 pm); and Access No. 2/Bridge Street: CastleGlenn traffic count conducted on March 6 th, 2013 during the morning peak hour and (6:30 am to 9:30 am) afternoon peak hour (3:00 pm to 6:00 pm). Balanced Existing (2013) Traffic Volumes for the morning and afternoon peak hours were developed from the above information. A 1.0% annual growth rate 2 for all of the corridors was applied to the 2012 traffic information to update it to 2013 conditions. The updated information was then balanced such that traffic leaving one point would balance with traffic arriving at another. Exhibit F-1 illustrates the resulting Balanced Existing (2013) Traffic Volumes within the study area. A review of Exhibit F-1 indicates: Worst-case travel demand occurred during the afternoon peak hour; The dominant direction of travel along Manotick Main Street during the morning and afternoon peak hours of travel demand was in the northbound direction. Peak hour two-way traffic volumes on Manotick Main Street were approximately: - 1,740 vehicles-per-hour [vph] (770 vph SB / 970 vph NB) during the morning peak hour; and - 1,910 vph (915 vph SB / 995 vph NB) during the afternoon peak hour 2 Based on the City of Ottawa s Transportation Master Plan (November 2008) Figure 2.1 Projected Population and Employment Growth for the Rural Area. Page - 10 -
5 (5) 748 (900) 5 (5) 5 (5) 1 765 (910) 965 (990) 765 (925) 980 (1005) 10 (10) 13 (19) 16 (27) 14 (4) 30 (30) 10 (10) 5 (5) 958 (972) 3 (14) 15 (35) 765 (910) 965 (990) 90 (220) 32 (81) 143 (299) 591 (529) 743 (743) 53 (133) 98 (177) 895 (1055) 15 (30) 15 (30) 35 (25) 35 (25) 90 (195) 22 (54) 64 (128) 5 (15) 3 245 (490) 420 (360) 4 (6) 200 (194) 217 (158) 870 (815) 895 (1055) 895 (1055) 870 (815) 870 (815) 11 (15) 11 (15) 6 (17) 862 10 (8) (807) 862 (807) 2 2 24 (17) 24 883 (17) (1038) 883 (1038) 905 (1055) 905 (1055) 870 (825) 870 (825) Exhibit F-1: 2013 Balanced Traffic Volumes Existing Configuration AM Peak Hour (PM Peak Hour) Page - 11 -
The dominant direction of travel along Bridge Street during the morning and afternoon peak hours of travel demand was in the westbound direction. Peak hour two-way traffic volumes on Bridge Street were approximately: - 1,775 vph (875 vph EB / 900 vph WB) during the morning peak hour; and - 1,880 vph (820 vph EB / 1,060 vph WB) during the afternoon peak hour. CastleGlenn s previous work in the area ( Traffic Impact Brief, Bridge Street Senior Residence, Manotick, Ontario, 2009 and Proposed 1125 Clapp Lane Residential/Mixed-Use Development Traffic Impact Brief, 2012 ), produced 2009 and 2012 Balanced Existing Traffic Volumes. When Exhibit F-1 was compared to this previous work the results of this study were found to be only slightly higher but continue to compare favourably with the previous analyses. G. Existing Traffic Analysis Intersection Capacity Analysis Intersection capacity analysis was conducted on study area intersections using Synchro 6 traffic analysis software assuming morning and afternoon peak hour traffic operations. A v/c ratio of greater than 0.9 was considered unsatisfactory as per the City of Ottawa s Transportation Impact Assessment Guidelines (Oct. 2006). Table G-1 contains a summary of the intersection capacity analysis results (Annex B ) for both signalized and un-signalized study area intersections. The Bridge Street/Manotick Main Street signalized intersection was analyzed with the current traffic signal timing strategies 3 obtained from the City of Ottawa. In addition, due to the close proximity of the Bridge Street senior s residence, a pedestrian walking speed of 1.1 m/s was assumed as per the City of Ottawa s guidelines (Appendix E1: Operational and Timing Standards for Signalized Intersections). The signal timing also accommodates a 5 second advanced walk time when actuated for pedestrians crossing the north leg of the intersection. Table G-1 indicates that: The Access No. 2/Bridge Street intersection currently operates at an unsatisfactory level of service in the afternoon peak hour of travel demand, assuming Highway Capacity Manual Methodology (HCM). The SB direction exhibits a worst-case condition with LOS F and a volume-to-capacity (v/c) ratio of 0.46 during the afternoon peak hour of travel demand, resulting in a 105 second delay. The poor LOS F is indicative of increased delay time for vehicles wishing to turn left out of the site (SB-LT) due to heavy traffic volumes along Bridge Street. It should be noted that this is a pre-existing condition for the afternoon peak hour of travel demand; For comparison purposes, the Access No. 2/Bridge Street intersection capacity analysis for the afternoon peak hour was undertaken assuming the proposed right- 3 It should be noted that the signal timing was adjusted slightly for analysis purposes. Synchro requires that the total split time must be greater or equal to the pedestrian walk, don t walk, amber and red times. Page - 12 -
in/right-out configuration. Under this proposed configuration, the intersection operates at satisfactory LOS C with a delay of 18.5 seconds; and All other signalized and un-signalized study area intersections were found to operate at an acceptable LOS E and v/c ratios of 0.65 or better. Table G-1: Existing (2013) Intersection Capacity Analysis Results Intersection Morning Peak Hour Afternoon Peak Hour Link (East-West / North-South) Traffic Critical Delay LOS, Critical Delay LOS, Control Approach (s) V/C Approach (s) V/C Manotick Main St/Bridge St Signalized WB-LT 48.5 D, 0.53 WB-LT 52.7 D, 0.65 Manotick Main St/Access No. 1 Un-signalized WB 31.2 D, 0.18 WB 31.7 D, 0.07 Access No. 2/Bridge St: All-Movement Operation Un-signalized SB 39.5 E, 0.13 SB 105.0 F, 0.46 Right-In/Right-Out Operation Un-signalized SB 18.6 C, 0.05 Existing Queue Analysis A queue analysis was undertaken to assess the potential impacts at each of the proposed access to the site in relation to the forecast traffic operations of the Bridge Street/Manotick Main Street intersection (Annex B ). Access No. 1 The proposed Access No. 1 is located approximately 85 m from the Bridge Street/Manotick Main Street intersection. At the Bridge Street/Manotick Main Street Intersection The proximity of Access No. 1 to the existing southbound left-turn (SB-LT) lane for the Manotick Main Street was evaluated. The 95 th percentile queue length associated with the SB-LT lane at the Bridge Street/Manotick Main Street intersection was determined to reach 200 m during both morning and afternoon peak hours of travel demand. During these times the SB-LT queue is anticipated to extend beyond Access No. 1 during the traffic signals red N-S phase at the Bridge Street/Manotick Main Street intersection. The 50 th percentile queue length associated with the SB-LT lane at the Bridge Street/Manotick Main Street intersection was determined to reach 78 m (as a worst case in the morning), which is within the existing 85 m spacing between the intersection and the access. At Access No. 1 Conversely, the SB-LT queue at the Access No. 1/Manotick Main Street intersection for vehicles wishing to enter the proposed site was negligible (estimated as 1 m, 95 th percentile queue length). There are twenty vehicles today wishing to turn left into the site (SB-LT), with an additional forecasted 5 site generated vehicles (see Section H below), this translates into one vehicle every 2.4 minutes during the peak hour. Page - 13 -
Access No. 2 The existing Access No. 2 is located approximately 25 m from the Bridge Street/Manotick Main Street intersection and was assumed to operate as a rightin/right-out configuration. At the Bridge Street/Manotick Main Street Intersection The proximity of Access No. 2 to the existing westbound approach along Bridge Street was evaluated. The 95 th percentile queue length associated with the WB-RT lane at the Bridge Street/Manotick Main Street intersection was determined to reach 75 m in the morning and afternoon peak hours of travel demand. This WB-RT queue is anticipated to block the access/egress to the proposed site during the traffic signal red E-W phase at the Bridge Street/Manotick Main Street intersection. The 50 th percentile queue length associated with the WB-RT lane was determined to reach 16 m (as a worst case in the afternoon), which is within the existing 25 m spacing between the intersection and the access. At Access No. 2 Under the right-in/right-out configuration, the EB-LT movement into the site would be prohibited, therefore queuing on Bridge Street would not occur. It should be recognized that the potential for queues effecting traffic flow internal to the site (as concerns the WB-LT out of Access No. 1 and the SB-RT movement out of Access No. 2) represent pre-existing conditions associated with the location of the proposed site. Delays to those motorists wishing to make these turning movements out of the site during the peak hours of travel demand are anticipated when conflicting traffic volumes are high; however the impacts to on-road traffic operations are anticipated to be negligible. The relatively low posted speeds (and operational speeds during the peak hours of travel demand) along Manotick Main Street (50 km/h) and Bridge Street (40 km/h), combined with the conversion of Access No. 2 to a right-in/right-out operation and the close proximity to the Bridge Street/Manotick Main Street signalized intersection and the courtesy afforded by local through-traffic would serve to facilitate the occurrence of sufficient gaps for motorists wishing to exit from the proposed site and for vehicles wishing to enter the site from the north (SB-LT) at the Access No. 1/Manotick Main Street intersection. H. Site Generated Traffic The majority of new patrons are anticipated to drive to the site, with some pedestrian activity associated with those patrons who previously visited the services at the existing development. Transit activity to the site is anticipated to be small. Page - 14 -
Types of Trips Commercial land uses are generally characterized by three types of traffic: Pass-By, Shared and Non-Pass-By. Pass-By traffic can be described as the component of traffic that passes-on-theway from an origin to an ultimate destination. These retail trips do not add new traffic to the adjacent street system and have not diverted from another roadway to reach the site. The ITE Trip Generation Handbook 4 indicates that for retail developments, an average rate of 25 to 30 percent of generated traffic can represent the pass-by traffic component; this rate could potentially reach percentages in excess of 60%. It should be remembered that pass-by traffic will still circulate through the parking lot, but not add to the traffic on Manotick Main Street nor Bridge Street. For the purpose of this analysis and to remain conservative, pass-by traffic was assumed to represent 20% of the total generated traffic by the proposed development. Shared or Internal traffic can be described as the component of traffic that wishes to take advantage of the convenience of shopping at both the existing development and the new proposed buildings. These motorists would not add new traffic to the surrounding roadways since these patrons would have already been shopping at the adjacent retail stores and simply walk to the next store. Non-Pass-By traffic is broken down into two distinct sub-components:, primary trips and diverted linked trips. - Primary Trips are trips made for the specific purpose of visiting the proposed site. These patrons stop at the new development as a primary reason for the trip. This traffic by definition would be between origin and destination [i.e from hometo-the-site-and-back-home]. - Diverted Linked Trips require a diversion by the motorist from his intended route to access the site. In the case of the analysis of the proposed site, the component of diverted-linked trips would be negligible since the network being assessed is only that which is immediately adjacent to the site [i.e. there are no roads within this small network to divert from/to]. Traffic Generation Rates Traffic generated by the proposed development was determined by referencing ITE trip generation literature. A comparison of the Shopping Center and a combination of Specialty Retail Center and Walk-in Bank (which represent prospective tenants) land uses was undertaken. Shopping Centre, Land Use 820: A shopping centre is an integrated group of commercial establishments that is planned, developed, owned and managed as a unit. A shopping center s composition is related to its market area in terms of size, 4 ITE Trip Generation Handbook, March 2001 See Chapter 5, Page 27 Page - 15 -
location and type of store. A shopping centre also provides on-site parking facilities sufficient to serve its own parking demands Many shopping centers, in addition to the integrated unit of shops in one building or enclosed around a mall, include outparcels (peripheral buildings or pads located on the perimeter of the centre adjacent to the streets and major access points). These buildings are typically drivein banks, retail stores, restaurants, or small offices. 5 Specialty Retail Center, Land Use 814: Specialty retail centres are generally small strip shipping centers that contain a variety of retail shops and specialize in quality apparel, hard goods and services, such as real estate offices, dance studios, florists and small restaurants. 6 Walk-in Bank, Land Use 911: Walk-in banks are generally free-standing buildings with their own parking lots. These banks do not have drive-through lanes but usually contain non-drive-through automatic teller machines (ATMs) 7 The traffic generation rates applicable to morning and afternoon peak hours of traffic on the adjacent roadway are listed in Table H-1 for the three land uses. Development Type Land Use # Table H-1: Generation Rates GFA (ft 2 ) Trip Rate Morning % In Afternoon % In Shopping Centre 820 11,290 1.00 61% 3.73 49% Specialty Retail Store 814 6,006 0.73 8 61% 2.71 44% Walk-in Bank 911 5,285 5.80 9 56% 12.13 44% Table H-2 indicates the results of applying the above traffic generation rates to the proposed new buildings on the site. The site generated traffic using the Shopping Center land use and a combination of Specialty Retail Center / Walk-in Bank land uses were calculated independently. Table H-2 indicates that the Specialty Retail Center / Walk-in Bank land use combination represented a worst-case scenario; to remain conservative, this land use combination was adopted as part of this study for site generated traffic volumes. Table H-2: Trip Generation Volumes Comparison Morning Peak Hour Trips Afternoon Peak Hour Trips Location Total Inbound Outbound Total Inbound Outbound Shopping Centre 11 7 4 42 21 21 5 Trip Generation, 8 th Edition, Institute of Transportation Engineers Land Use 820, Page 1497. 6 Trip Generation, 8 th Edition, Institute of Transportation Engineers Land Use 814, Page 1386. 7 Trip Generation, 8 th Edition, Institute of Transportation Engineers Land Use 911, Page 1744. 8 A proportion of morning trip generation was determined using the related Shopping Centre land use, where morning peak hour generation rates are approximately 27% of afternoon generation rates. 9 A proportion of morning trip generation was determined using the Drive-in Bank land use, where morning peak hour generation rates are approximately 48% of afternoon generation rates. Page - 16 -
Specialty Retail Store 5 3 2 16 7 9 Walk-in Bank 31 17 14 64 28 36 Table H-3 outlines the trip generation volumes assuming a 20% pass-by share. Table H-3: Forecast Trip Generation Volumes Location Morning Peak Hour Trips Afternoon Peak Hour Trips Total Inbound Outbound Total Inbound Outbound Specialty Retail Store 5 3 2 16 7 9 Walk-in Bank 31 17 14 64 28 36 Sub-Total 36 20 16 80 35 45 Pass-By Trips -20% -20% -20% -20% -20% -20% Total 29 16 13 64 28 36 Exhibit H-1 illustrates the forecast site generated traffic from the proposed new development and indicates that the net vehicle traffic generated is anticipated to result in an additional 29 vehicles in the morning (16 in, 13 out) and 64 vehicles in the afternoon (28 in, 36 out) assuming a traffic distribution similar to existing conditions (albeit with the rightin/right-out re-configuration at Access No. 2 in place). This was determined to result in no more than 13 vehicles added to any turning movement within the study area. This translates to a single vehicle every 4.6 minutes. Traffic Generated by the Adjacent Developments Mahogany Development The Mahogany development (1,400 dwellings) represents a significant adjacent future development within the community of Manotick. The 480 acre site of the Mahogany community is located between Mud Creek and Manotick Main Street/Rideau Valley Drive. The north-eastern edge of the site approximately 800 meters south of the Bridge Street/Manotick Main Street intersection. The Mahogany development would be divided into five phases. The Mahogany Community in Manotick Phase-I: Traffic Impact Study (May 2010) indicated that Phase-I of the development would be completed by 2012 and assumed 215 residential units (it should be noted that the Grand Opening of Mahogany was scheduled for March 2 nd and 3 rd 2013, Page - 17 -
5 (15) 5 (10) 5 (10) 5 (15) 4 (13) 4 (9) 6 (15) 10 (30) 4 (11) 10 (20) 1 5 (15) 5 (10) 0 (5) 0 (1) 2 (2) 4 (13) 0 (1) 1 (2) 2 (4) 5 (5) 5 (5) 5 (5) 10 (10) 10 (10) 0 (5) 2 (3) 3 5 (5) 0 (10) 2 (8) 5 (15) 5 (5) 5 (5) 5 (15) 5 (15) 3 (7) 3 (7) 4 (13) 4 (13) 2 8 (8) 8 (8) 10 (10) 10 (10) 5 (15) 5 (15) 2 Exhibit H-1: Site Generated Existing Configuration AM Peak Hour (PM Peak Hour) Page - 18 -
this represented the first occasion to view show homes). Phase-II of the Mahogany development is anticipated to be completed by 2017 and assumes 180 units. The anticipated impact on Bridge Street would be as follows: Phase-I: Phase-II: Forecast two-way traffic is 56 vph and 89 vph during the morning and afternoon peak hour of travel demand, respectively; and Forecast two-way traffic is 47 vph and 75 vph during the morning and afternoon peak hour of travel demand, respectively. In total, 103 vph and 164 vph would be added on Bridge Street during the morning and afternoon peak hours, respectively. Senior s Residence, 1129, 1131, 1135 and 1139 Bridge Street The traffic generated by the Manotick Villa senior residence (currently under construction) on Bridge Street immediately adjacent to the proposed development site would also impact forecast traffic volumes. The traffic generated by the development was found to be low (two-way traffic on Bridge Street: 8 vph in the morning and and 23 in the afternoon). 6067 First Line Road Subdivision The traffic generated by the proposed 95-lot Subdivision at 6067 First Line Road (plan currently under revision) located approximately 4 km way from the proposed development. The traffic generated by the development (Single-Family Detached Housing, Land Use 210) is estimated to be about 75 vehicles in the morning and 100 vehicles in the afternoon peak hours. However, the number of vehicles accessing the Bridge Street/Manotick Main Street is anticipated to be low (10-20%) as most motorists would likely use Highway 416, Prince of Whales Drive or Rideau Valley Drive to reach the City. 1125 Clapp Lane Multi-Use Development A proposed multi-use development at 1125 Clapp Lane could generate up to 161 vph in the morning and 136 vph in the afternoon peak hours. The site could accommodate a 50-unit apartment building with a 8,000 SF GLA ground floor development. The proposed site would be located approximately 200 m east of Manotick Plaza. The site is anticipated to increase traffic on Bridge Street by approximately 60-90 vph, where 55% of outbound and 45% of inbound vehicles would access the Bridge Street/Manotick Main Street intersection. Strandherd-Armstrong Bridge Following completion of the Strandherd-Armstrong Bridge (anticipated completion: 2013) across the Rideau River, it is anticipated that roadway capacity will become available Page - 19 -
along Bridge Street and as well along the West Hunt Club Bridge. The Mahogany Community in Manotick Phase-I: Traffic Impact Study (May 2010) assumed a traffic volume reduction of 25% along the Bridge Street corridor as a result of the Strandherd- Armstrong Bridge being constructed. This translated into 250 vph westbound and 210 vph eastbound during the afternoon peak hour of travel demand on Bridge Street. (Similarly, the morning peak hour saw a reduction of 185 vph in the westbound direction and 195 vph in the eastbound direction on Bridge Street). I. Parking Impacts The existing Manotick Plaza currently provides approximately 60 at-grade parking stalls. To accommodate the two proposed commercial structures (491 m 2 and 558 m 2 ) on the site some existing parking stalls would be removed and relocated on site. Because tenants at this stage have not been confirmed, the Shopping Center land use parking rate was used to determine parking requirements. Based on the City of Ottawa s parking stall requirements, as defined in City of Ottawa Zoning By-law No. 2008-250 [Part 4 Parking, Queuing and Loading Provisions (Section 101)], a total of 75 parking stalls are required for the entire Manotick Plaza development (Shopping Centre: 3.6 parking stalls/100m 2 * 2071 m 2 = 75 stalls). As such, the proposed 75 parking stalls for Manotick Plaza were found to conform to the City s Parking Bylaw. J. Left-Turn Lane Requirements The requirement for a left turn lane at the Access No. 1/Manotick Main Street intersection was evaluated following the Ontario Ministry of Transportation Geometric Design Standards. (Figure EB-10 Page 94-06). The Access No. 1/Manotick Main Street intersection is characterized by two northbound through lanes, a single southbound through lane and a single southbound left turn lane (continuous to the Bridge Street intersection). A left-turn lane was found to be warranted (applying Figure EB-10, Page 94-06, assuming an opposing volume of 1,000 vph and a SB-LT volume of 28 vph), requiring a 15m storage length. However it should be noted that: Considering a second parallel SB-LT lane for vehicles destined to the plaza only would be unconventional and cause confusion to motorists. Sharing the existing SB- LT lane, which is over 140m long, was found to avoid motorist confusion; SB through-traffic was found to currently use the outside lane along Manotick Main Street and SB traffic would not be using the inside lane (which is a dedicated left turn lane forming part of the standard 4-lane cross-section for a distance of 140m N of the Bridge Street/Manotick Main Street intersection), nor be blocked by motorists wishing to access the plaza; and Page - 20 -
the SB-LT volume consists of one vehicle every 2 minutes in the worst-case afternoon peak hour (17 vehicles in the morning and 28 in the afternoon) and would result in a negligible effect on the traffic destined to the Bridge Street intersection. The existing SB-LT lane serving the Bridge Street/Manotick Main Street intersection is anticipated to provide sufficient storage capacity to the accommodate the demand caused by the plaza even during the peak hours of travel demand. K. Transportation Demand Management (TDM) The purpose of the City of Ottawa s Transportation Demand Management is to reduce the number of trips they make, to travel more often by non-driving alternatives, to travel outside peak periods, and to reduce the length of their trips. A key goal of TDM is to minimize peak hour automobile travel and reduce the need for new or wider roads 10. The following study area features serve the principles of TDM: Access to transit during the morning and afternoon peak hours along study area corridors remains available to commuters (See Section C); Current and future cycling provisions were found to encourage cycling as a viable alternative mode of transportation for local residents (See Section D); and Current sidewalk infrastructure within the study area and at the proposed site was found to encourage walking as a viable alternative mode of transportation for local residents (See Section E). The patrons of the proposed site currently have convenient access to the pedestrian, cycling and transit networks within the study area, which serve to satisfy the principles of TDM. L. Compliance with Private Approach By-Law (By-Law No. 2003-447) The site would be serviced by two accesses with a relocated all-movement intersection on Manotick Main Street (Access No. 1, shifted 25m from to the north of its current location) and a right-in/right-out access on Bridge Street (Access No. 2). Both accesses were evaluated in terms of the City of Ottawa s Private Approach Bylaw (No. 2003-447). Access No. 1 represents the relocated site access off Manotick Main Street and: is located approximately 85 m from the Bridge Street/Manotick Main Street intersection, which meets the 30 m minimum distance required (Sec 25 (l) (i)); is approximately 7 m wide, which meets the 9 m maximum width requirement (Sec 25 (c)); and 10 Transportation Master Transportation Plan, November 2008 Publication 19-82, page 29 Page - 21 -
The site currently provides for 95 meters of street frontage along Manotick Main Street. This was found to conform with by-law requirements that permit up to two two-way accesses for sites with greater than 46 m frontage (Sec 25 (a)). Access No. 2 represents the existing two-way access to the site, which connects to Bridge Street. Access No. 2 will be converted to right-in/right-out operation and was found to: be located along the site s 60 meter length of street frontage along Bridge Street. This was found to conform with by-law requirements that permit up to two two-way accesses for sites with greater than 46 m frontage (Sec 25 (a)); be approximately 7m wide, which meets the 9 m maximum width requirement (Sec 25 (c)); be located approximately 30m from the alley (loading / unloading) area in the rear of the plaza. This meets the required 30 m seperation distance between the loading access and Access No. 2 (Sec 25 (l) (i)); and be located approximately 25 m from the Bridge Street/Manotick Main Street intersection. This right-in/right-out access is approximately 5 m short from the required 30m from the Manotick Main Street (as measured from the streetline), however this intersection location represents an existing condition. M. Conclusions The City of Ottawa s Traffic Impact Assessment Guidelines (October 2006) indicate that a qualitative assessment of the traffic impacts associated with the proposed site is required to address the needs of a Transportation Brief. The following points serve to provide this qualitative assessment of traffic impacts: The existing (2013) traffic operational characteristics associated with the Bridge Street/Manotick Main Street intersection remains acceptable (LOS D with v/c ratio of 0.65 or lower); Access No. 2 off Bridge Street currently operates at an unsatisfactory LOS during the afternoon peak hour of travel demand and represents a pre-existing condition. This is due to the delay associated with vehicles wishing to turn left out of the site onto the busy Bridge Street corridor. However, the proposed right-in/right-out configuration is anticipated to address this issue and result in adequate traffic operations under current volumes at the time of build-out; It was assumed that approximately 20% of the site generated traffic (36 in the morning and 80 in the afternoon) during the peak hour of operations would be pass-by trips (7 in the morning and 16 in the afternoon) and not add additional traffic onto the adjacent roadway network. Depending on the prospective retail tenants, this component of pass-by traffic could be significantly higher (up to 60%); The net vehicle traffic generated by the proposed Manotick Plaza expansion is anticipated to result in an additional 29 vehicles in the morning (16 in, 13 out) and 64 vehicles in the afternoon (28 in, 36 out). Assuming a traffic distribution similar to Page - 22 -
existing conditions (however under the right-in/right-out Access No. 2 configuration), this would result in no more than 13 vehicles added to any turning movement within the study area. This represents one vehicle every 4.6 minutes and is anticipated to be negligible; Because the number of additional site generated traffic is relatively low, the impact to the supporting roadway network is anticipated to be negligible. However delays could be experienced by patrons wishing to exit out of the site at the Access No. 1/Manotick Main Street intersection (WB-LT) due to the existing high volume of traffic along Manotick Main Street. The gaps afforded to these vehicles is anticipated to become less frequent over time as background traffic in the area continues to grow. However, it should be noted that: this movement is forecast to be approximately 20 vehicles per hour in the morning and afternoon peak hours (existing plus site generated traffic) wishing to complete the WB-LT out of the site. This translates into one vehicle every 3 minutes; and The relatively low posted speeds along Manotick Main Street (50 km/h) and Bridge Street (40 km/h), combined with the conversion of Access No. 2 to a right-in/right-out operation and the close proximity to the Bridge Street/Manotick Main Street signalized intersection and the courtesy afforded by local through-traffic will serve to facilitate the occurrence of sufficient gaps for motorists wishing to exit from the proposed site. Multiple adjacent developments within the study area were considered. Adding the Mahogany development, the planned adjacent senior s residence, the First Line Road subdivision and the Clapp Lane multi-use development could potentially result in as many as 300 additional vehicles (two-way) on Bridge Street during the peak hours of travel demand. However, with the advent of the Strandherd-Armstrong Bridge being constructed, a reduction in traffic demand along Bridge Street has been estimated to be in the order of 450 vehicles (two-way). Considering these developments overall and the forecast traffic impact associated with new infrastructure improvements (i.e. Stranherd-Armstrong Bridge), a potential reduction of traffic along Bridge Street is forecast to occur; There would be no changes to heavy vehicle site access (garbage, delivery vehicles) and operations would remain as they exist today; A shared SB-LT lane (for both the site access and the Bridge Street intersection) is anticipated to provide sufficient storage capacity for vehicles wishing to turn left into the site at Access No. 1; The existing transit, cycling and transit provisions within the study area are anticipated to provide sufficient services to new patrons of the Manotick Plaza development. No additional infrastructure would be necessary to accommodate the development; and The site provides an adequate number of passenger vehicle parking stalls and bicycle parking stalls and conforms to the City of Ottawa Zoning By-law No. 2008-250. Page - 23 -
The results indicate that the City of Ottawa should be encouraged to assemble the appropriate conditions for development approval that would permit the development application to proceed. N. Study Sign-Off CastleGlenn Consultants Inc. is pleased to submit this document in accordance with the requirements of the City of Ottawa s Transportation Impact Assessment Guidelines (Oct 2006). The signature below indicates that the Manotick Plaza, 5501-5511 Manotick Main Street - Transportation Impact Brief has been signed-off by the project manager who is a licensed and registered professional engineer with experience in the field of transportation planning and traffic operations. Arthur E. Gordon B.A., P. Eng. Principal CastleGlenn Consultants Inc. March 28 th, 2013 Page - 24 -
Annex A Site Plan Annex A
Annex B Existing 2013 Traffic Volumes Intersection Capacity & Queue Analysis Annex B
HCM Unsignalized Intersection Capacity Analysis 2013 Existing Traffic - AM Peak 2: Highcroft Drive & Manotick Main St Without Development Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Free Free Grade 0% 0% 0% 0% Volume (veh/h) 5 0 5 15 0 15 5 960 5 15 750 5 Peak Hour Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Hourly flow rate (vph) 5 0 5 15 0 15 5 960 5 15 750 5 Pedestrians 1 1 1 Lane Width (m) 3.7 3.7 3.7 Walking Speed (m/s) 1.1 1.1 1.1 Percent Blockage 0 0 0 Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) 88 px, platoon unblocked vc, conflicting volume 1288 1758 378 1384 1758 484 755 966 vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol 1288 1758 378 1384 1758 484 755 966 tc, single (s) 7.5 6.5 6.9 7.5 6.5 6.9 4.1 4.1 tc, 2 stage (s) tf (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free % 96 100 99 85 100 97 99 98 cm capacity (veh/h) 115 81 619 100 81 527 851 708 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total 10 30 485 485 390 380 Volume Left 5 15 5 0 15 0 Volume Right 5 15 0 5 0 5 csh 194 167 851 1700 708 1700 Volume to Capacity 0.05 0.18 0.01 0.29 0.02 0.22 Queue Length 95th (m) 1.2 4.9 0.1 0.0 0.5 0.0 Control Delay (s) 24.6 31.2 0.2 0.0 0.7 0.0 Lane LOS C D A A Approach Delay (s) 24.6 31.2 0.1 0.3 Approach LOS C D Intersection Summary Average Delay 0.9 Intersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min) 60 19/03/2013 CastleGlenn Consultants Inc. Page 1