QUICKIE C STORE AND GAS BAR 1780 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for:

Transcription

1 QUICKIE C STORE AND GAS BAR 1780 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF Prepared for: Quickie Convenience Stores Larny Holdings Ltd. c/o PBC Group April 15, Report_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE 1. INTRODUCTION Scope of Work EXISTING ROADS AND INTERSECTIONS PROPOSED DEVELOPMENT Trip Generation Trip Generated Primary Trips and Pass-By Trips TRANSPORTATION IMPACT Background Traffic Volumes Total Traffic Volumes Traffic Analysis Site Circulation Transportation Demand Management (TDM) FINDINGS AND RECOMMENDATIONS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN EXISTING 2013 PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN PEAK AM AND PM HOUR SITE GENERATED PRIMARY TRIPS PEAK AM AND PM HOUR SITE GENERATED PASS-BY TRIPS YEAR 2015 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2020 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2015 PEAK AM AND PM HOUR TOTAL TRAFFIC YEAR 2020 PEAK AM AND PM HOUR TOTAL TRAFFIC RECOMMENDED ROADWAY MODIFICATIONS Heron Road East Access LIST OF TABLES 3.1 TRIP GENERATION RATES SITE GENERATED TRIPS PRIMARY AND PASS-BY TRIPS HERON/WEST ACCESS LoS & Delay HERON/EAST ACCESS LoS & Delay WALKLEY/WEST ACCESS LoS & Delay WALKLEY/EAST ACCESS LoS & Delay HERON/WALKLEY LoS & Volume to Capacity (v/c)... 21

3 QUICKIE C STORE AND GAS BAR 1780 HERON ROAD OTTAWA, ONTARIO TRANSPORTATION BRIEF 1. INTRODUCTION The owners of land at 1780 Heron Road are proposing the development of the property to comprise of a Quickie C convenience store and gas bar. The site is located on the north side of Heron Road at the intersection of Heron Road and Walkley Road. The location of the Quickie C is shown in Figure 1.1. The site is currently vacant, but originally contained a gasoline station which was removed in the 1990 s. The site still contains two access points onto Heron Road and two access points onto Walkley Road. The proposed Site Plan will contain a Quickie C convenience store and a gas bar with 8 fuelling positions. The plan proposes to utilize the existing site accesses onto Heron Road and Walkley Road which were constructed for the original gasoline station. The proposed development is expected to be completed and operational by the fall of As part of the Site Plan Application and rezoning of the lands, the City of Ottawa has requested that a Transportation Assessment report be prepared which would determine the number of trips from the development, and the operation of the site accesses onto Heron Road and Walkley Road. As documented in the City of Ottawa Transportation Impact Assessment Guidelines, the number of site generated trips would trigger the preparation of a report. The owners of the land have retained the firm of D. J. Halpenny & Associates Ltd. to prepare a report in support of the Site Plan Application and rezoning for site. The report will recommend intersection modifications at the site access points if required due to the development of the property. 1.1 Scope of Work The will utilize the most recent Site Plan for the development. The study will address the operation of the two site accesses onto Heron Road and two accesses onto Walkley Road along with the existing Heron/Walkley intersection. The analysis will be completed for the existing 2013 traffic counts at the Heron/Walkley intersection, for the expected traffic at build out of the site in 2015, and at the year 2020 which represents five years following the redevelopment of the site for the Heron/Walkley intersection and all site access points. The time period for the study was taken as the weekday peak AM and PM hours of the adjacent traffic along Heron Road and Walkley Road.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 2. EXISTING ROADS AND INTERSECTIONS The Quickie C gas bar is located at the intersection of Heron Road and Walkley Road. Heron Road abuts the north limit of the site. Heron Road is a four lane divided arterial road under the jurisdiction of the City of Ottawa. Heron Road is an east-west road which curves south to intersection Walkley Road at the east end of the Quickie C property. The road has a depressed median across the frontage of the site which provides full movement access to both the residential and commercial properties along the north and south sides of Heron Road in the vicinity of the site. The roadway has a sidewalk along the north side of the road and no sidewalk along the south side. Heron Road has a posted speed limit of 50 km./h. Walkley Road is a four lane divided arterial road. A centre median exists along the road with a median break in the vicinity of the original gasoline station s west access onto Walkley Road which also provides full movement access to Holly Lane, a local street on the south side of Walkley Road. A sidewalk exists along the south side of Walkley Road, and a sidewalk exists along the north side which terminates at the west property limit of the site resulting in no sidewalk adjacent to the property. Walkley Road has a posted speed limit of 50 km./h. The intersection of Heron Road and Walkley Road is a T intersection which is controlled by traffic signals. Walkley Road forms the east and west approaches to the intersection, and Heron Road, which curves from an east-west alignment to north-south at the intersection, forms the north approach. The intersection has the following lane configuration: Heron Rd. North approach - 1 left turn lane 1 shared left turn and channelized right turn Walkley Rd. East approach - 2 through lanes 2 channelized right turn lanes Walkley Rd. West approach - 2 through lanes 1 left turn lane (designated for buses and taxis) Figure 2.1 shows the weekday peak AM and PM hour traffic counts at the Heron/Walkley intersection which were taken by the City of Ottawa on June 26, The traffic count sheet is provided in the Appendix as Exhibit PROPOSED DEVELOPMENT A Site Plan proposal is being prepared for the redevelopment of lands at 1780 Heron Road. The property was previously the site of a gasoline service station which was removed in the 1990 s. The proposed Quickie C gas bar will contain a convenience store and a gas bar with 8 fuelling positions. The property will be rezoned from a General Mixed Use, Subzone 1 (GM1) to Arterial Mainstreet (AM), which would permit additional uses to the property including a gas bar. Existing development in the area consists of residential along the north side of Heron Road across from the site, and commercial along the south side. Along Walkley Road the development consists mainly of commercial uses along the north and south sides of Walkley Road. A McDonald s fast-food restaurant is adjacent to the west limit of the site and has one full movement access onto Heron Road and one full movement access onto Walkley Road.

6 4 FIGURE 2.1 EXISTING 2013 PEAK AM AND PM HOUR TRAFFIC COUNTS

7 5 The site will contain two accesses onto Heron Road and two accesses onto Walkley Road. The site accesses will be 9 m in width and will be located at approximately the same location as the original gasoline service station. The centerline of the easterly Heron Road access is located approximately 14 m from the east property limit and the westerly access approximately 49 m from the east property limit. The centerline of the easterly Walkley Road access is located approximately 17 m from the east property limit and the westerly access approximately 48 m from the east property limit. The roadway would provide full movement access at the west Heron Road access due to the depressed centerline median along Heron Road. The east access would be restricted to right-in/right-out movements by reconstructing the depressed portion of the Heron Road median to a raised median at the access and place No Left Turn signs at the access. The Walkley Road west access would operate as a full movement access due to the existing median break which also provides full movement access to Holly Lane across from the access. Holly Lane is a City of Ottawa local street. The east access is restricted to right-in/rightout turning movements by the existing centerline raised median along Walkley Road. The convenience store and gas bar attendant will be located in a single building at the west limit of the site. The single storey building would have a gross floor area of m 2 (2,680 ft 2 ). The site would provide 10 parking spaces which include 1 barrier free space and an area to park vehicles while pumping air in the tires or vacuuming the vehicles. A bicycle rack is provided next to the store. A 2 m wide sidewalk is proposed along Walkley Road adjacent to the site. The sidewalk and curb will be depressed at the site accesses. Figure 3.1 shows a conceptual site plan of the proposed development which is expected to be completed by the fall of The underground fuel tanks for the gas bar are located at the east end of the site. Fuelling trucks would enter the site by travelling westbound along Walkley Road and turning right into the east access. The trucks would exit at the east access by turning right onto Heron Road and traveling to Walkley Road. 3.1 Trip Generation The expected trips from the proposed Quickie C convenience store and gas bar were determined by utilizing the trip generation statistical data published in the Institute of Transportation Engineers (ITE) document, Trip Generation. The analysis used the data for a Gasoline/Service Station with Convenience Market ITE Land Use 945. For the gasoline service centre the analysis has used the site generated trips for an 8 fuelling position gas bar with convenience store. Table 3.1 shows the trip generation rates which were used to determine the expected site generated trips for the proposed site. TABLE 3.1 TRIP GENERATION RATES LAND USE ITE Land Use 945 Gasoline/Service Station with Convenience Market TRIP RATES Weekday Peak AM hr. Weekday Peak PM hr Trips/Fuelling Position Trips/Fuelling Position

8 6 FIGURE 3.1 CONCEPTUAL SITE PLAN

9 7 3.2 Trip Generated Primary Trips and Pass-By Trips The total number of site generated trips is a combination of primary trips and pass-by trips. Primary trips are trips where the primary destination is to/from the proposed development, and pass-by trips can be defined as traffic already on the adjacent street, which stops off at the development while passing by on-route to its primary destination. Gasoline service centres are known to experience a high volume of pass-by trips. The Institute of Transportation Engineers (ITE) Trip Generation Handbook, March 2001, presents statistical data which shows that the pass-by and diverted link trips from service stations with convenience stores may vary between 80 and 85 percent during a weekday peak PM hour time period. The study has examined the existing volume and direction of trips along both Heron Road and Walkley Road and has assumed that 70 percent of the site trips would be pass-by trips and 30 percent primary trips (new trips). The primary/pass-by ratio was applied to both the peak AM and PM hour site generated trips. The total site generated trips for 8 fuelling positions are shown in Table 3.2. The total trips were then divided into primary and pass-by trips which are presented in Table 3.3. TABLE 3.2 SITE GENERATED TRIPS LAND USE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. Total Enter Exit Total Enter Exit ITE 8 Fuelling Position (50%) 41 (50%) (50%) 54 (50%) TABLE 3.3 PRIMARY AND PASS-BY TRIPS UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Primary Trips (30%) Pass-By Trips (70%) Total Trips The primary site generated trips were distributed onto Heron Road and Walkley Road by the examination of the populated areas within a 2 kilometer radius of the site. The primary trips were determined to be 30% to/from the east along Walkley Road, 35% to/from Heron Road, and 35% to/from Walkley Road to the west. The expected distribution of primary site trips for a weekday peak AM and PM hours are shown in Figure 3.2.

10 8 FIGURE 3.2 PEAK AM AND PM HOUR SITE GENERATED PRIMARY TRIPS

11 9 The pass-by trips to the Quickie C gas bar are trips that are already passing by the site on their way to a primary destination other than the proposed development. The distribution of pass-by trips was determined from the traffic counts of vehicles along Heron Road and Walkley Road past the site. Figure 3.3 shows the expected pass-by trips for the Quickie C convenience store and gas bar for a weekday peak AM and PM hour. The primary and pass-by trips entering and exiting the site were proportioned with 50% to 75% of the Heron Road and Walkley Road trips distributed to the nearest access and leave from the furthest access. This distribution represents the worst case scenario of vehicle movements entering and exiting the site. 4. TRANSPORTATION IMPACT 4.1 Background Traffic Volumes The background traffic volumes along Heron Road and Walkley Road would represent the expected traffic volumes which would not include the trips from the Quickie C site. The increase in background traffic was determined from the examination of historical traffic counts taken along Heron Road. The counts did show a drop in traffic over a 5 year period from areas outside the vicinity of the site, and with the surrounding community essentially built out it was assumed that the background traffic would increase at an annual rate of 1.0 percent. The following is the rate of increase in traffic for an annual compounded increase of 1.0 percent: Counts Horizon Year Growth Factor = = The above growth factors were applied to all movements at the intersection of Heron Road and Walkley Road (Figure 2.1), resulting in the expected background traffic at build out of the site in 2015 and at five years beyond build out at the year Figure 4.1 shows the expected 2015 background traffic and Figure 4.2 the 2020 background traffic. 4.2 Total Traffic Volumes The total expected weekday peak AM and PM hour traffic volumes were determined by the addition of the expected primary and pass-by trips which are shown in Figure 3.2 and 3.3 respectively, and the background traffic. The results are the expected total traffic volumes which are shown in Figure 4.3 for the 2015 total traffic (build out) and Figure 4.4 for the 2020 total traffic (5 years beyond completion). 4.3 Traffic Analysis The study will examine the operation of the four accesses, two onto Heron Road and two onto Walkley Road, and the Heron/Walkley intersection. The analysis will use the Highway Capacity

12 10 FIGURE 3.3 PEAK AM AND PM HOUR SITE GENERATED PASS-BY TRIPS

13 11 FIGURE 4.1 YEAR 2015 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

14 12 FIGURE 4.2 YEAR 2020 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

15 13 FIGURE 4.3 YEAR 2015 PEAK AM AND PM HOUR TOTAL TRAFFIC

16 14 FIGURE 4.4 YEAR 2020 PEAK AM AND PM HOUR TOTAL TRAFFIC

17 15 Software, which utilizes the intersection capacity analysis procedure as documented in the Highway Capacity Manual For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. For a signalized intersection, the operation or level of service of an intersection is determined from the volume to capacity ratio (v/c) for each lane movement as documented by the City of Ottawa in the Transportation Impact Study Assessment Guidelines, October The following relates the level of service with the volume to capacity ratio at each lane movement. LEVEL OF SERVICE VOLUME TO CAPACITY RATIO Level of Service A 0 to 0.60 Level of Service B 0.61 to 0.70 Level of Service C 0.71 to 0.80 Level of Service D 0.81 to 0.90 Level of Service E 0.91 to 1.00 Level of Service F > 1.00 The study has examined the operation of the site accesses onto Heron Road and Walkley Road and the intersection of Heron Road and Walkley Road. The time period for the analysis would be the weekday peak AM and PM hours of the adjacent roads. The results of the analysis are discussed in detail in the following sections: Heron Road West Access The Site Plan proposes a full movement access onto Heron Road at the west end of the site. In the vicinity of the access, Heron Road has a depressed concrete median which provides full turning movements to/from the residential homes on the north side of Heron Road and to McDonald s which borders the west limit of the site. The site s west access would have full turning movements entering and exiting the site across the depressed median. The access would be 9 m in width and the exiting lane would be a shared left/right turn lane. The westbound Heron Road left turn would allow storage for 1 vehicle on the depressed median. The eastbound Heron Road movement would be a shared through/right movement.

18 16 At the year 2015 when build out of the site is anticipated, the westbound Heron Road left/through movement would function at a Level of Service (LoS) A during both the peak AM and PM hours. The northbound site left/right site exit movement would function at a LoS B during the peak AM hour and LoS C during the peak PM hour. Table 4.1 summarizes the operation of the access with the analysis sheets provided in the Appendix as Exhibit 2 for the 2015 peak AM hour and Exhibit 3 for the peak PM hour. TABLE 4.1 HERON/WEST ACCESS LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR 2015 (2020) WEEKDAY PEAK PM HR. YEAR 2015 (2020) LoS Delay (sec.) LoS Delay (sec.) WB Left/Through Heron A (A) 8.8 (8.9) A (A) 9.3 (9.4) NB Left/Right West Access B (C) 15.0 (15.5) C (C) 16.1 (16.7) At the year 2020, which represents five years beyond build out, the westbound Heron Road left turn movement would continue to function at a LoS A during both the peak AM and PM hours. The northbound left/right site exit movement would function at a LoS C during both the peak AM and PM hours. During the 2020 peak PM hour the westbound Heron Road left turn movement would experience a 95 th percentile queue of 0.03 vehicles which would be accommodated in the centre depressed median, and a 95 th percentile queue of 0.20 vehicles at the northbound left/right site exit. Table 4.1 summarizes the 2020 operation of the access with the analysis sheets provided as Exhibit 4 for the 2020 peak AM hour and Exhibit 5 for the peak PM hour. There would be no requirement for roadway modifications due to the development. Heron Road East Access The Heron Road east access is located approximately 65 m west of the Heron/Walkley intersection (centerline to centreline). The depressed median along Heron Road extends past the site to allow full movement access to the residential housing along the north side of Heron Road. Due to the close proximity of the site access to the Heron/Walkley intersection, it is recommended that the site access be restricted to only eastbound right-in/right-out turning movements. This would be accomplished by extending the raised median approximately 24 m as shown in Figure 4.5. The median must remain depressed across the driveway to the residential units at Heron Road. The driveway currently allows one-way traffic to exit the residential parking lot and travel either westbound or eastbound to Walkley Road. The rightin/right-out turning movements at the site access would be further controlled by the installation of a No Left Turn sign at the northbound site exit lane. The sign would conform to the Left Turn Prohibited Sign (RB-11L) as documented in the Transportation Association of Canada publication, Manual of Uniform Traffic Control Devices for Canada. In addition to the sign prohibiting left turns, a One-Way Sign (RB-21) would also be installed on the median facing the

19 17 FIGURE 4.5 RECOMMENDED ROADWAY MODIFICATIONS Heron Road East Access

20 18 northbound exiting approach showing access only to one-way eastbound Heron Road traffic. The access would have a width of 9 m. Utilizing the expected year 2015 traffic volumes, the northbound right turn exiting movement would function at a LoS B during the peak AM hour and LoS C during the peak PM hour. Table 4.2 summarizes the operation of the access with the analysis sheets provided as Exhibits 6 and 7. TABLE 4.2 HERON/EAST ACCESS LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR 2015 (2020) WEEKDAY PEAK PM HR. YEAR 2015 (2020) LoS Delay (sec.) LoS Delay (sec.) NB Right East Access B (C) 15.0 (15.5) C (C) 16.1 (16.7) At the year 2020, the northbound right turn exiting movement would function at a LoS C during both the peak AM and PM hour. The northbound exiting right turn movement would experience a 95 th percentile queue of 0.04 vehicles during the peak PM hour period. Table 4.2 summarizes the 2020 operation of the access with the analysis sheets provided as Exhibit 8 and Exhibit 9. Walkley Road West Access The Walkley Road west access is an existing intersection which provides access to Holly Lane (City of Ottawa local street) on the south side of Walkley Road, and to the proposed site on the north side. The intersection also provided access to the original gasoline station which occupied the site back in the 1990 s. The access is located in the taper of the acceleration lane from the southbound Heron Road right turn movement onto westbound Walkley Road. The access would be 9 m in width and would be a single lane exiting which would provide left/through/right lane movements. The intersection has the following lane configuration: Walkley Rd. East approach - 1 left turn lane (30 m storage and 35 m taper) 1 through lane 1 shared through/right turn lane Walkley Rd. West approach - 1 left turn lane (15 m storage and 20 m taper) 1 through lane 1 shared through/right turn lane Site Access North approach - 1 shared left/through/right lane Holly Lane South approach - 1 shared left/through/right lane Using the existing lane geometry it was determined that at the year 2015 the eastbound and westbound Walkley Road left turn lanes would function at a LoS A during both the peak AM

21 19 and PM hours, and the northbound Holly Lane and southbound site access approaches at a LoS B during the peak AM hour and LoS C during the peak PM hour. Table 4.3 summarizes the 2015 operation of the intersection with the analysis sheets provided as Exhibit 10 for the 2015 peak AM hour and Exhibit 11 for the peak PM hour. TABLE 4.3 WALKLEY/WEST ACCESS LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR 2015 (2020) WEEKDAY PEAK PM HR. YEAR 2015 (2020) LoS Delay (sec.) LoS Delay (sec.) EB Left Walkley A (A) 8.9 (9.0) A (B) 9.9 (10.1) WB Left Walkley A (A) 8.8 (8.9) A (A) 9.2 (9.3) NB Left/Through/Right Holly Lane B (B) 13.3 (13.6) C (C) 15.6 (16.2) SB Left/Through/Right West Access B (B) 14.2 (14.6) C (C) 17.6 (18.5) At the 2020 peak AM hour the eastbound and westbound Walkley Road left turn movements would function at a LoS A, and the northbound Holly Lane and southbound site access at a LoS B. During the peak PM hour the eastbound Walkley Road left turn movement would function at a LoS B and westbound left turn movement into the site at a LoS A. Both the northbound and southbound approaches would function at a LoS C during the peak PM hour. During the peak PM hour the 95 th percentile queue at the southbound exit would be 0.19 vehicles, and the eastbound left turn movement 0.06 vehicles which can be accommodated in the existing left turn lane geometry. The westbound left turn movement onto Holly Lane would experience a 95 th percentile queue of 0.04 vehicles during the peak AM hour which can be accommodated in the storage provided in the existing left turn lane. Table 4.3 summarizes the 2020 operation of the access with the analysis sheets provided as Exhibit 12 and Exhibit 13. There would be no requirement for roadway modifications due to the development. Walkley Road East Access The Walkley Road east access would be restricted to right-in/right-out movement which is controlled by an existing centreline raised median along Walkley Road. The east access is located in approximately the same location as the access to the gasoline service station which was originally on the site. The access is located within the acceleration lane from the southbound Heron Road channelized right turn movement onto Walkley Road. The access would be 9 m in width with the exiting lane comprising on a right turn movement. The southbound right turn exiting movement would function at a LoS B during the peak AM and PM hours at both the year 2015 and The southbound exiting lane would experience a 95 th percentile queue of 0.04 vehicles during the 2020 peak PM hour. Table 4.4 summarizes the

22 20 year 2015 and 2020 operation of the access with the analysis sheets provided as Exhibit 14 to Exhibit 17. There would be no requirement for roadway modifications due to the development TABLE 4.4 WALKLEY/EAST ACCESS LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR 2015 (2020) WEEKDAY PEAK PM HR. YEAR 2015 (2020) LoS Delay (sec.) LoS Delay (sec.) SB Right East Access B (B) 10.1 (10.2) B (B) 11.0 (11.2) Heron Road and Walkley Road Intersection The intersection of Heron Road and Walkley Road is controlled by traffic signals. Due to the Heron Road alignment curving south to link with Walkley Road, the report has assumed that the alignment of the Heron/Walkley intersection would comprise of Walkley Road forming the eastbound and westbound approaches and Heron Road the southbound approach. The westbound Walkley Road approach and southbound Heron Road approach both have a channelized right turn lane. The eastbound Walkley Road approach has an exclusive left turn lane for buses and taxis, but there are no OC Transpo routes making the maneuver with the City of Ottawa traffic counts taken on June 26, 2013 over an 8 hour time period not recording any turning movements in the lane. The intersection has the following lane configuration: Heron Rd. North approach - 1 left turn lane 1 shared left turn and channelized right turn Walkley Rd. East approach - 2 through lanes 2 channelized right turn lanes Walkley Rd. West approach - 2 through lanes 1 left turn lane (designated for buses and taxis) For the purpose of the analysis, the immediate intersection is controlled by traffic signals and would comprise of 2 eastbound and 2 westbound Walkley Road through lanes, and 2 southbound Heron Road left turn lanes. Utilizing the 2013 traffic counts, the intersection of Heron Road and Walkley Road would operate at a LoS A during both the peak AM and PM hours. Table 4.5 summarizes the operation of each approach to the intersection for the existing 2013 traffic counts. The analysis sheets are provided as Exhibit 18 for the peak AM hour and Exhibit 19 for the peak PM hour.

23 21 TABLE 4.5 HERON/WALKLEY LoS & Volume to Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HR. YEAR (2020) WEEKDAY PEAK PM HR. YEAR (2020) LoS v/c LoS v/c EB Through Walkley A A (A) (0.43) A A (A) (0.51) WB Through Walkley A A (A) (0.45) A A (A) (0.60) SB Left Heron A A (A) (0.51) A A (B) (0.62) Total Intersection A A (A) (0.48) A A (B) (0.61) At the year 2015 all approaches would continue to function at a LoS A with a total intersection operating at a LoS A during both the peak AM and PM hours. Table 4.5 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 20 for the peak AM hour and Exhibit 21 for the peak PM hour. For the expected traffic at the year 2020 the intersection would function at a LoS A during the peak AM hour and a LoS B during the peak PM hour. Table 4.5 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 22 and Exhibit 23. There would be no requirement for roadway modifications due to the development. 4.4 Site Circulation The proposed Quickie C convenience store and gas bar site is located on the same lands as previously occupied by a gasoline service station which was removed in the 1990 s. The proposed site will contain two accesses onto Heron Road and two accesses onto Walkley Road which would be located in approximately the same location as the original accesses. The site accesses are 9 metres in width and have a separation of approximately 35 metres (centreline to centreline) between the Heron Road accesses and 31 m separation between the Walkley Road accesses. The site will contain one building at the west property limit which will house the Quickie C convenience store (see Figure 3.1). Parking on the site will consist of 8 spaces adjacent to the front of the building and 2 spaces to the side of the building. The operational analysis determined that the 95 th percentile queue during the peak hour would be 0.20 and 0.04 vehicles at the Heron Road west and east accesses respectively, and 0.19 and 0.04 at the Walkley Road west and east accesses. The Site Plan provides a clear throat distance of one vehicle at each of the west accesses and 2 vehicles at each of the east accesses. The Site Plan provides an efficient movement of vehicles throughout the site with little conflict with vehicles entering and exiting the site. The majority of traffic entering the site would enter at the nearest access and leave from the furthest access. With residential housing located on the north

24 22 side of Heron Road and commercial on the south side of Walkley Road and west of the site, the location of the site accesses would not interfere with access to the existing residential and commercial development. The gasoline tanker trucks would enter the site at the east Walkley Road access and exit at the east Heron Road access, with the fuel storage tanks located at the east end of the site. The fuel tanker trucks would not interfere with customer use at the fuel pumps or patrons of the Quickie C convenience store. 4.5 Transportation Demand Management (TDM) The City of Ottawa is implementing Transportation Demand Management (TDM) measures as a plan to reduce peak hour traffic along the City s transportation network. Although the site is a gas bar servicing automobiles, it does contain a convenience store located along two major roads and close to residential development. The Site Plan does serve the principals of TDM by locating the site in close proximity to pedestrian, cycling and transit facilities. The following list the facilities which would reduce the volumes of peak hour vehicular traffic: 1. Walkley Road has sidewalks along both sides of the road. The Site Plan proposes the extension of the existing Walkley Road sidewalk at the west property limit along the frontage of the site and connecting to the existing traffic island and sidewalks at the Heron/Walkley intersection. Heron Road has an existing sidewalk along the north side of the road adjacent to the residential development. 2. OC Transpo Route 41 and Route 112 travel past the site along both Heron Road and Walkley Road. Bus stops are located in close proximity to the site. 3. Both Heron Road and Walkley Road are designated as a primary cycling route. There are presently no cycling lanes along either Heron Road or Walkley Road. The Site Plan provides a bicycle rack at the convenience store.

25 23 5. FINDINGS AND RECOMMENDATIONS The Quickie C convenience store and gas bar is located at 1780 Heron Road in the City of Ottawa. The site is currently vacant but did originally contain a gasoline service station which was removed in the 1990 s. The site proposes two access points onto Heron Road and two accesses onto Walkley Road at approximately the same location as the original service station. The proposal contains a gas bar with 8 fuelling positions and a Quickie C convenience store. The Quickie C convenience store and gas bar is expected to be completed by The time period for the study analysis was the weekday peak AM and PM hours of the adjacent roads. The analysis examined the operation of the two site accesses onto Heron Road and two accesses onto Walkley Road along with the Heron/Walkley intersection. The study examined the operation of the accesses for the expected 2015 traffic when build out of the site is expected, and at the year 2020 which represents five years beyond completion of the site. The Heron/Walkley intersection was examined using the 2013 traffic counts and the expected traffic at the years 2015 and The report is being prepared in support of the Site Plan Application and rezoning for the property. The findings and recommendations of the study are summarized in the following points: 1) The Quickie C convenience store and gas bar is expected to generate 41 trips entering and 41 trips exiting the site during the weekday peak AM hour for a total of 82 trips. During the peak PM hour the site will generate 54 trips entering and 54 trips exiting for a total of 108 trips. The total number of site generated trips would trigger the preparation of a report as documented in the City of Ottawa Transportation Impact Assessment Guidelines, October ) The site will have two access points onto Heron Road and two onto Walkley Road. Each access will have a pavement width of 9 m with a separation of approximately 35 m between the two Heron Road accesses and 31 m between the two Walkley Road accesses. All four site accesses will have one lane entering the site and one lane exiting the site. The west Heron Road and west Walkley Road accesses will allow full turning movements entering/exiting the site. The east Heron Road and east Walkley Road accesses will be restricted to right-in/right-out turning movements due to their proximity to the Heron/Walkley intersection. The turning movements at the east Heron Road access would be controlled by the reconstruction of the depressed median to a raised median and installation of traffic signs. The raised portion of the median would be extended approximately 24 m further west which would maintain full vehicle movements at the driveway to Heron Road residential complex (see Figure 4.5). 3) All site accesses would operate at an acceptable level of service for the expect 2020 traffic with no requirement for roadway modifications with the exception of the raised median at the east Heron Road access as described in Point 2. The intersection of Heron Road and Walkley Road would also operate at an acceptable level of service for the total

26 24 year 2020 volume of traffic and would not require any modifications due to the development. 4) The Site Plan proposes the construction of a 2 m pedestrian sidewalk along Walkley Road adjacent to the site. The sidewalk would connect to the existing sidewalk which currently terminates at the west limit of the site, and extend easterly to the Heron/Walkley intersection. 5) The Site Plan would provide the efficient movement vehicles with few areas of vehicular conflict. Fuel tanker trucks would enter and exit the site at the Heron Road and Walkley Road east accesses and would have little impact on the operation of the gas bar and convenience store. The site contains 10 parking spaces for patrons which includes one barrier free space. 6) A Check List is provided in the Appendix as Exhibit 24. Prepared by: David J. Halpenny, M. Eng., P. Eng.

27 25 APPENDIX TRAFFIC COUNTS Heron/Walkley OPERATIONAL ANALYSIS WORK SHEETS TRANSPORTATION BRIEF CHECK LIST

28 26 EXHIBIT CITY OF OTTAWA TRAFFIC COUNTS Heron/Walkey

29 27 EXHIBIT 2 YEAR 2015 PEAK AM HOUR TRAFFIC West Access/Heron Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: W. Access/Heron Analysis Year: Year 2015 Project ID: Quickie C Heron Road East/West Street: Heron Road North/South Street: West Heron Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 13 3 Peak Hour Factor, PHF Hourly Flow Rate, HFR 14 3 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 5 17 C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay Approach LOS B

30 28 EXHIBIT 3 YEAR 2015 PEAK PM HOUR TRAFFIC West Access/Heron Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: W. Access/Heron Analysis Year: Year 2015 Project ID: Quickie C Heron Road East/West Street: Heron Road North/South Street: West Heron Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 16 4 Peak Hour Factor, PHF Hourly Flow Rate, HFR 17 4 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 7 21 C(m) (vph) v/c % queue length Control Delay LOS A C Approach Delay 16.1 Approach LOS C

31 29 EXHIBIT 4 YEAR 2020 PEAK AM HOUR TRAFFIC West Access/Heron Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: W. Access/Heron Analysis Year: Year 2020 Project ID: Quickie C Heron Road East/West Street: Heron Road North/South Street: West Heron Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 13 3 Peak Hour Factor, PHF Hourly Flow Rate, HFR 14 3 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 5 17 C(m) (vph) v/c % queue length Control Delay LOS A C Approach Delay 15.5 Approach LOS C

32 30 EXHIBIT 5 YEAR 2020 PEAK PM HOUR TRAFFIC West Access/Heron Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: W. Access/Heron Analysis Year: Year 2020 Project ID: Quickie C Heron Road East/West Street: Heron Road North/South Street: West Heron Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR LT T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 16 4 Peak Hour Factor, PHF Hourly Flow Rate, HFR 17 4 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 7 21 C(m) (vph) v/c % queue length Control Delay LOS A C Approach Delay 16.7 Approach LOS C

33 31 EXHIBIT 6 YEAR 2015 PEAK AM HOUR TRAFFIC East Access/Heron Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: E. Access/Heron Analysis Year: Year 2015 Project ID: Quickie C Heron Road East/West Street: Heron Road North/South Street: East Heron Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 6 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 6 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config R v (vph) 6 C(m) (vph) 724 v/c % queue length 0.03 Control Delay LOS B Approach Delay Approach LOS B

34 32 EXHIBIT 7 YEAR 2015 PEAK PM HOUR TRAFFIC East Access/Heron Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: E. Access/Heron Analysis Year: Year 2015 Project ID: Quickie C Heron Road East/West Street: Heron Road North/South Street: East Heron Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 9 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 9 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config R v (vph) 9 C(m) (vph) 666 v/c % queue length 0.04 Control Delay 10.5 LOS B Approach Delay 10.5 Approach LOS B

35 33 EXHIBIT 8 YEAR 2020 PEAK AM HOUR TRAFFIC East Access/Heron Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: E. Access/Heron Analysis Year: Year 2020 Project ID: Quickie C Heron Road East/West Street: Heron Road North/South Street: East Heron Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 6 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 6 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config R v (vph) 6 C(m) (vph) 709 v/c % queue length 0.03 Control Delay 10.1 LOS B Approach Delay 10.1 Approach LOS B

36 34 EXHIBIT 9 YEAR 2020 PEAK PM HOUR TRAFFIC East Access/Heron Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: E. Access/Heron Analysis Year: Year 2020 Project ID: Quickie C Heron Road East/West Street: Heron Road North/South Street: East Heron Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume 9 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 9 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config R v (vph) 9 C(m) (vph) 649 v/c % queue length 0.04 Control Delay 10.6 LOS B Approach Delay 10.6 Approach LOS B

37 35 EXHIBIT 10 YEAR 2015 PEAK AM HOUR TRAFFIC West Access/Walkley Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: W. Access/Walkley Analysis Year: Year 2015 Project ID: Quickie C Heron Road East/West Street: Walkley Road North/South Street: West Walkley Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration L T TR L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A B B Approach Delay Approach LOS B B

38 36 EXHIBIT 11 YEAR 2015 PEAK PM HOUR TRAFFIC West Access/Walkley Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: W. Access/Walkley Analysis Year: Year 2015 Project ID: Quickie C Heron Road East/West Street: Walkley Road North/South Street: West Walkley Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration L T TR L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A C C Approach Delay Approach LOS C C

39 37 EXHIBIT 12 YEAR 2020 PEAK AM HOUR TRAFFIC West Access/Walkley Rd. HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: W. Access/Walkley Analysis Year: Year 2020 Project ID: Quickie C Heron Road East/West Street: Walkley Road North/South Street: West Walkley Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Raised curb / 1 RT Channelized? Lanes Configuration L T TR L T TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Percent Grade (%) 0 0 Flared Approach: Exists?/Storage No / No / Lanes Configuration LTR LTR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config L L LTR LTR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A B B Approach Delay Approach LOS B B