9 Leeming Drive Redevelopment Ottawa, ON Transportation Brief. Prepared By: Stantec Consulting Ltd.

Transcription

1 9 Leeming Drive Redevelopment Ottawa, ON Transportation Brief Prepared By: Stantec Consulting Ltd.

2 TIA GUIDELINES CHECKLIST Report Context Municipal Address Comment: Section 1.1 Location relative to major elements of the existing transportation system (e.g. the site is located in the southwest quadrant of the intersection of Main Street/First Street, 600m from the Maple Street Rapid Transit Station) Comment: Section 1.2 Existing land uses or permitted use provisions in the Official Plan, Zoning By-Law, etc. Comment: Section 1.2 Proposed land uses and relevant planning regulations to be used in the analysis Comment: Section 1.3 Proposed development size (building size, number of residential units, etc.) and location on site Comment: Section 1.3 Estimated date of occupancy Comment: Unknown Planned phasing of development Comment: N/A - One Phase Proposed number of parking spaces (not relevant for Registration of Plans of Subdivision) Comment: N/A Plan of Subdivision Proposed access points and type of access (full turns, right-in/right-out, turning restrictions, etc.) Comment: Section 2.1 Study area Comment: Figure 1 Time periods and phasing Comment: N/A One Phase Horizon years (including reference to phased development) Comment: N/A Existing Conditions Existing roads, ramps in the study area, including jurisdiction, classification, number of lanes and posted speed limit Comment: Section 2.1 Existing intersections, indicating type of control, lane configurations, turning restrictions and any other relevant data (e.g. extraordinary lane widths, grades, etc.) Comment: Section 2.1 Existing access points to adjacent developments (both sides of all roads bordering the site) Comment: Section 2.1 Existing transit system, including stations and stops Comment: Section 2.2 Existing on- and off-road bicycle facilities and pedestrian sidewalks and pathway networks Comment: Section 2.3 Existing system operations (V/C, LOS) Comment: Section 3.2 Major trip generators/attractors within the study area should be indicated

3 Comment: N/A Demand Forecasting Trip generation rates Comment: Section 3.1 Impact Analysis Qualitative assessment of impacts on capacity; non-auto modes; on-site circulation; community Comment: Sections Mitigation Measures and Site Design Characteristics Location and timing of proposed changes to existing traffic controls at intersections (e.g. new traffic signals, Stop signs, etc.) Comment: Section 4.0 Mitigation measure required to offset impacts on the surface and Rapid Transit networks Comment: Section 4.0 New or modified elements of the bicycle and pedestrian networks Comment: Section 4.0 Community impact mitigation measures Comment: Section 4.0 Proposed TDM features or programs to support the site development. Comment: Section 4.0

4 Table of Contents 1.0 INTRODUCTION PURPOSE CONTEXT PROPOSED DEVELOPMENT TRANSPORTATION ENVIRONMENT ROADS AND TRAFFIC CONTROL TRANSIT CYCLING AND WALKING TRANSPORTATION IMPACTS SITE TRAFFIC GENERATION INTERSECTION CAPACITY ANALYSIS TRANSIT SERVICE ACTIVE MODES COMMUNITY IMPACTS SUMMARY AND CONCLUSIONS List of Tables Table 1 Site Traffic Generation List of Figures Figure 1 Site Location Figure 2 Site Plan Figure 3 Study Area Transit Routes Figure 4 Existing Cycling Plan Figure 5 Future Cycling Plan List of Appendices Appendix A: Intersection Capacity Analysis St. Thomas School i

5 1.0 INTRODUCTION 1.1 PURPOSE Stantec Consulting Ltd. was retained by the City of Ottawa to provide an assessment of the transportation implications related to the proposed redevelopment of the former St. Thomas elementary school site located at 9 Leeming Drive and to determine whether transportation improvements are required to support it. The proposed residential land use would replace with school with 32 residential units featuring a mixture of townhomes and semi-detached dwellings. As part of the rezoning process, pre-consultation discussions were held with City of Ottawa staff where it was determined that a Transportation Brief (TB) would be required to support the application. This Transportation Brief will: Provide an overview of the existing transportation environment; Compare the traffic generation potential of the existing land use to the proposed land use; Assess intersection performance at the closest adjacent intersection with the arterial road network the Carling Avenue at Crystal Beach Drive intersection; and Determine the potential impacts to the existing community particularly impacts related to traffic and parking. 1.2 CONTEXT The proposed residential redevelopment is located south of Carling Avenue in the Crystal Beach area within the City of Ottawa. An existing vacant elementary school currently occupies the site. Figure 1 illustrates the location of the proposed redevelopment located at 9 Leeming Drive St. Thomas School 1.1

6 Figure 1 Site Location Surrounding the proposed development is the existing established residential community of Crystal Beach. To the immediate south of the subject site is a community centre with a recreational park that includes a baseball diamond and a soccer field. 1.3 PROPOSED DEVELOPMENT The proposed residential redevelopment is anticipated to consist of approximately 32 units (16 condominium / townhome units and 16 semi-detached homes). There will be a 7m wide road constructed off of Leeming Drive to access the new homes. Figure 2 shows the site concept plan for the proposed redevelopment St. Thomas School 1.2

7 Figure 2 Site Plan St. Thomas School 1.3

8 2.0 TRANSPORTATION ENVIRONMENT 2.1 ROADS AND TRAFFIC CONTROL The major roadways in the study area are described below: Carling Avenue Running east west along the Ottawa River, Carling Avenue is a four-lane urban arterial road with a posted speed limit of 60 km/h. Sidewalks are provided along both sides of the road. Crystal Beach Drive - A north south urban collector road with an urban cross-section that connects Carling Avenue and Corkstown Road. It has a 40 km/h posted speed limit and sidewalks are provided along the eastern side of the road. Leeming Drive - A local road that directly abuts the proposed development. It has a posted speed limit of 40 km/h and sidewalks are provided along one side. Leeming Drive will serve as the sole access to the proposed development. Leeming Drive has a right-of-way width of 20m and a pavement width of 7.5m. Due to the narrow pavement width, there are restrictions along Leeming Drive that prohibit parking on both sides of the road. The road classifications noted above are referenced from Map 6 of the City of Ottawa s Transportation Master Plan (TMP). 2.2 TRANSIT Transit service is currently provided within close proximity of the site. Route 152 operates between Lincoln Fields Station and Bells Corners. Starting at Lincoln Fields, during the weekdays this route begins at 6:50 AM and runs every half an hour thereafter until the afternoon peak hour, at which time it operates every 15 minutes. At 6:20 PM the route resumes to operating every half an hour. Figure 3 illustrates the local transit route St. Thomas School 2.4

9 Figure 3 Study Area Transit Routes Source: OC Transpo System Map, Accessed January 21, 2013 ( 2.3 CYCLING AND WALKING Leeming Drive, Crystal Beach Drive and Carling Avenue all currently provide sidewalks. Figure 3-2a of the City of Ottawa s Cycling Plan depicts a NCC owned capital pathway just south of Corkstown Road. Additionally, there are existing City-owned pathways along Corkstown Road and in various locations throughout Crystal Beach (see Figure 4). Carling Avenue has a City-owned pathway running adjacent to it that provides ease of connectivity for cyclists and pedestrians of the Crystal Beach area. This pathway extends from the Crystal Beach neighbourhood and connects to the Ottawa River Parkway St. Thomas School 2.5

10 Figure 4 Existing Cycling Plan Source: City of Ottawa Cycling Plan (Accessed January 21, 2013) As per the City s Cycling Plan, the study area will undergo some improvements to the existing facilities. As seen in Figure 5 below, Crystal Beach and Corkstown Road will become shared used lanes. This is a short term project which will take place between 2008 and Figure 5 Future Cycling Plan Source: City of Ottawa Cycling Plan (Accessed January 23, 2013) St. Thomas School 2.6

11 3.0 TRANSPORTATION IMPACTS 3.1 SITE TRAFFIC GENERATION To determine the transportation impacts of a new development it is necessary to estimate the additional demand that will be placed on the transportation network. When assessing the traffic transportation impacts of a redevelopment proposal it is worthwhile to compare the trip generation characteristics of the previous and proposed land use. The Institute of Transportation Engineers (ITE) Trip Generation Manual, 9 th Edition, was used to estimate the volume of traffic generated by both the existing and proposed developments during the AM and PM peak hours. Table 1 summarizes the vehicular trips for the inbound and outbound splits for the morning and afternoon peak hours. Section 1 of the table includes the different generation rates based on the ITE Trip Generation Manual for both the existing and proposed developments. Section 2 of the table calculates the number of vehicles both developments are expected to generate. Section 3 of the table calculates the net reduction in vehicular trips that the proposed residential redevelopment will generate as compared to the existing elementary school. As can be seen in Section 3 of Table 1 the development is expected to have an overall net reduction of 120 and 10 vehicular trips in the AM and PM peaks, respectively. With the proposed development having a net reduction of the number of generated trips, it is evident that the addition of the 32 residential units will have a negligible impact on the transportation network system St. Thomas School 3.7

12 Section 1: ITE Generation Rates Development Existing Proposed Land Use Elementary School Residential - Condominium / Townhouse Section 2: Auto Trip Generation Development Existing Proposed Land Use Elementary School Residential - Condominium / Townhouse Section 3: Net New Trips Units / 1000's SF Table 1 Site Traffic Generation Morning Peak Hour Units / Afternoon Peak Hour 1000's Inbound Outbound Total SF Inbound Outbound Total Units / 1000's SF Morning Peak Hour Units / Afternoon Peak Hour 1000's Inbound Outbound Total SF Inbound Outbound Total Inbound Outbound Total Inbound Outbound Total Auto Trips INTERSECTION CAPACITY ANALYSIS The closest primary intersection which provides access to the arterial road network is the Carling Avenue and Crystal Beach Drive intersection. This intersection was analyzed using the methodologies of the Highway Capacity Manual facilitated by Synchro 8 software to determine how the intersection is expected to perform operationally before and after the proposed development. Using the most recent turning movement counts obtained from the City of Ottawa (2011), the intersection was found to operate at a level of service (LOS) E during both the AM and PM peak periods. After the vehicles that the proposed redevelopment will generate were distributed evenly on the roadway network, the level of service remained unchanged at a LOS E. Since the LOS of the intersection does not change with the additional vehicles added, it is concluded that the proposed redevelopment will have a negligible impact on the transportation network. Appendix A contains the detailed Synchro reports for the Crystal Beach Drive / Carling Avenue intersection. 3.3 TRANSIT SERVICE Additional transit service will not be required with the addition of the proposed residential units St. Thomas School 3.8

13 3.4 ACTIVE MODES The proposed redevelopment will feature a 2.5 m walking path located between two of the residential units which will provide direct access to the adjacent Maki Park. 3.5 COMMUNITY IMPACTS Directly adjacent to the site location is the Crystal Beach Community Association Maki House as well as Maki Park (which includes a baseball diamond and a soccer field). The community centre parking lot currently accommodates parking for approximately 10 vehicles. There is no on-street parking permitted along Leeming Drive due to the narrow pavement width. Visitors to the park or community centre often park in the parking lot of the existing elementary school when the community centre parking lot is full. With the addition of the proposed development and the removal of the school s parking lot, there will be a net decrease in the number of available parking spots for the users of the community centre/park. One solution may be to increase the size of the current parking lot at the community centre. Another potential solution would be to limit or eliminate the number of organized activities that take place in Maki Park in order to reduce the demands for parking in the area. In order to mitigate potential community impacts related to parking, another potential solution would be to widen the pavement width along Leeming Drive to accommodate on-street parking, and in particular, in the area in front of the proposed site location. The right-of-way width of Leeming Drive appears to be wide enough to accommodate on-street parking. 4.0 SUMMARY AND CONCLUSIONS The transportation brief has found the following: The proposed redevelopment at 9 Leeming Drive will consist of 32 residential units (16 condominium / townhomes and 16 semi-detached homes). The proposed development will replace an abandoned elementary school. The proposed development is expected to generate significantly fewer trips during the AM peak hour when compared to the previous elementary school land use. During the PM peak hour the proposed development will generate slightly fewer site trips than the previous land use. The primary intersection providing access to the arterial road network the intersection of Carling Avenue and Crystal Beach Drive will not be significantly impacted by the site traffic from the proposed development. No improvements are required to accommodate site traffic from the proposed development St. Thomas School 4.9

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15 APPENDIX A INTERSECTION CAPACITY ANALYSIS

16 Existing Conditions

17 HCM Unsignalized Intersection Capacity Analysis Existing AM 3: Crystal Beach & Carling 3/14/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B C E Approach Delay (s) Approach LOS C E Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 42.1% ICU Level of Service A Analysis Period (min) 15 9 Leeming Drive 1/24/2013 Existing Conditions Synchro 8 Report LM Page 1

18 HCM Unsignalized Intersection Capacity Analysis Existing PM 8: Carling & Crystal Beach 3/14/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B B D E Approach Delay (s) Approach LOS D E Intersection Summary Average Delay 1.2 Intersection Capacity Utilization 39.8% ICU Level of Service A Analysis Period (min) 15 9 Leeming Drive 1/24/2013 Existing Conditions Synchro 8 Report LM Page 1

19 Future Conditions

20 HCM Unsignalized Intersection Capacity Analysis Future AM 3: Crystal Beach & Carling 3/14/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B A C E Approach Delay (s) Approach LOS C E Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 41.8% ICU Level of Service A Analysis Period (min) 15 9 Leeming Drive 1/24/2013 Future Conditions Synchro 8 Report LM Page 1

21 HCM Unsignalized Intersection Capacity Analysis Future PM 8: Carling & Crystal Beach 3/14/2013 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 EB 3 EB 4 WB 1 WB 2 WB 3 NB 1 SB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS B B D E Approach Delay (s) Approach LOS D E Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 43.6% ICU Level of Service A Analysis Period (min) 15 9 Leeming Drive 1/24/2013 Future Conditions Synchro 8 Report LM Page 1