OFFICE/RETAIL DEVELOPMENT 1625 BANK STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF. Prepared for: Canada Inc.

Transcription

1 OFFICE/RETAIL DEVELOPMENT 1625 BANK STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF Prepared for: Canada Inc. December 15, Report_2.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 ROADWAY NETWORK PROPOSED DEVELOPMENT Trip Generation Trip Distribution 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 WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS YEAR 2017 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2022 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2017 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC YEAR 2022 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 SITE INVENTORY TRIP GENERATION RATES PEAK HOUR SITE TRIPS GENERATED ANOKA/BANK - LoS & Delay BANK/HERON - LoS & Volume to Capacity (v/c)... 16

3 OFFICE/RETAIL DEVELOPMENT 1625 BANK STREET OTTAWA, ONTARIO TRANSPORTATION BRIEF 1. INTRODUCTION The owners of land at 1625/1629 Bank Street have prepared a Site Plan for the development of a 1,702 m 2 parcel of land. The land is located on the southeast corner of the intersection of Bank Street and Anoka Street and has a municipal address of 1625 Bank Street. The development will consist of a two storey building which would have the first floor dedicated as retail space and the second floor as office space. The site will have one access onto Anoka Street which accesses the surface parking which provides 20 spaces. The development is expected to be completed and substantially occupied by late 2016 or The location of the site is shown in Figure 1.1. The owner of the property has retained the firm of D. J. Halpenny & Associates Ltd. to prepare a traffic study report in support of the Site Plan Application for the land. The study will determine the expected volume of site generated trips during the weekday peak AM and PM hours, and examine the impact of the site trips on the adjacent roads at the completion of the development. The study will determine the operation of the intersections in close proximity to the site, and recommend roadway modifications if required due to the development of the site. 1.1 Scope of Work The scope of the traffic study is to examine the operation of the site access with respect to its proximity to the intersection of Anoka Street and Bank Street, and the operation of adjacent intersections which may be impacted by the traffic generated by the development. The number of new site generated trips and gross floor area of the proposed office/retail building would not trigger the requirement of a Transportation Assessment Study as documented in the City of Ottawa Transportation Impact Assessment Guidelines, As part of the Site Plan Application, City of Ottawa staff has requested that a report be prepared in support of the submission. The report will address the operation of the site access onto Anoka Street, the intersection of Anoka Street and Bank Street, and intersection of Bank Street and Heron Road. The traffic analysis will be completed for the existing traffic counts taken in 2014 and 2015, traffic at the year 2017 when the development is expected to be completed, and at the year 2022 which represents five years beyond completion of the development. The time period for the study was taken as the weekday peak AM and PM hours of the adjacent streets which is when both the trips to/from the office and retail building and the background traffic volumes on the adjacent streets would be the highest.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 2. EXISTING ROADWAY NETWORK The site is located along the east side of Bank Street approximately 85 m south of the Bank/Heron intersection (centreline to centreline). Bank Street is a north-south roadway designated as an arterial road in the City of Ottawa Transportation Master Plan. Bank Street is a four lane road with a shared left turn lane along the centre of the road in the vicinity of the site, with raised medians at the approaches to the Bank/Heron intersection which control turning movements at the intersection. Bank Street has a posted speed limit of 50 km./h. with no cycling lanes. Pedestrian sidewalks exist along both sides of the roadway. Parking is prohibited along both sides of Bank Street. The 2014 traffic counts along Bank Street past the site determined that the Annual Average Daily Traffic volume (AADT) was approximately 25,000 vehicles. The north limit of the site borders on Anoka Street. Anoka Street is an east-west local street with a two lane rural cross section. The pavement width is approximately 6.5 m with no shoulders. The street has no sidewalks and parking is prohibited along the south side of the road. The speed limit is unposted at 50 km./h. The surrounding neighbourhood consists of residential housing with the exception of development along Bank Street. The surrounding streets (eg. Collins Avenue, Erie Avenue, Edgehill Place) are designated as local streets. The streets are two lane streets with no sidewalks. Heron Road is an east-west arterial road located approximately 85 m north of the site. The road has a four lane divided cross section with a posted speed limit of 50 km./h. There are no cycling lanes on Heron Road in the vicinity of Bank Street. Parking is prohibited along both sides of Heron Road. Pedestrian sidewalks exist along both sides of Heron Road. The Bank/Heron intersection is controlled by traffic signals with Bank Street forming the northbound and southbound approaches, and Heron Road the eastbound and westbound approaches. The intersection has signs prohibiting U Turns at the northbound and southbound Bank Street approaches and eastbound Heron Road approach. The intersection has the following lane configuration: Northbound Bank Street - Southbound Bank Street - Eastbound Heron Road - Westbound Heron Road - 2 left turn lanes (115 m vehicular storage) 1 through lane 1 shared through/right lane (channelized right) 1 left turn lane 1 through lane 1 shared through/right lane (channelized right) 1 left turn lane 2 through lanes 1 right turn lane (channelized) 1 left turn lane 2 through lanes 1 right turn lane The Anoka/Bank intersection is a T intersection with Bank Street forming the northbound and southbound approaches and Anoka Street forming the westbound approach. The intersection is

6 4 controlled by a stop sign at the Anoka Street approach. Turning movements at the intersection are restricted to right-in/right-out movements onto Anoka Street which are controlled by a raised centre median along Bank Street. The Anoka Street approach consists of one right turn lane, and Bank Street consists of two northbound through lanes with no exclusive turn lanes onto Anoka Street. The northbound approach to the Bank/Heron intersection has double left turn lanes which extend approximately 115 m, and would extend past the Anoka/Bank intersection which is 65 m south of the stop bar at the northbound approach to the Bank/Heron intersection. Figure 2.1 shows the existing traffic volumes for the weekday peak AM and PM hours. The counts at the Bank/Heron and Erie/Bank intersections were taken by City of Ottawa staff in 2014, and the counts at the Anoka Street and Collins Street approaches taken by the consultant in The Bank Street traffic was balanced south from Bank/Heron to the Anoka/Bank and Collins/Bank intersections. Exhibit 1 in the Appendix provides the 2014 City of Ottawa counts at the Bank/Heron intersection, and Exhibit 2 the counts at the Erie/Bank intersection. 3. PROPOSED DEVELOPMENT The site at 1625 Bank Street comprises of the two properties at 1625 and 1629 Bank Street. Each property currently has one residential home on the land with a total area of approximately 1,702 m 2. Both properties are zoned AM1 [1913] General Urban Area Arterial Mainstreet, and the development also makes use of a residential lot at the rear currently zoned R2F for parking. Development in the area is mainly residential to the east of the site, with properties along Bank Street comprising of commercial and retail uses. The proposed development will consist of one two storey mixed use building which will contain retail on the ground floor and offices on the second floor. The total gross floor area of the building would be 750 m 2 (8,073 ft 2 ). The site would provide 20 parking spaces for vehicles and storage for 4 bicycles. The site is expected to be completed by the end of 2016 or The site will have one access onto Anoka Street which is adjacent to the north limit of the site. The site access will be located approximately 50 m east of the curb line along Bank Street. Figure 3.1 presents a conceptual site plan of the development. 3.1 Trip Generation The report will examine the trips from the proposed retail and office uses. Table 3.1 lists the uses and size of development on site. LAND USE TABLE 3.1 SITE INVENTORY AREA RETAIL USE Ground Floor 467 m 2 5,027 ft 2 OFFICE USE Second Floor 283 m 2 3,046 ft 2

7 5 FIGURE 2.1 EXISTING WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS

8 6 FIGURE 3.1 CONCEPTUAL SITE PLAN

9 7 The trips were determined utilizing the statistical data published in the Institute of Transportation Engineers (ITE) document, Trip Generation, 9 th Edition. The trip generation analysis used the average trip rates for a Specialty Retail Center and Single Tenant Office Building land use for the time period of the peak hour of the adjacent street traffic. Table 3.2 presents the average trip rates during the weekday peak AM and PM hour time periods for the proposed uses of the building. The trip rate is not provided for the peak AM hour for the retail land use as the retail is not expected to be open between 7:30 AM and 9:00 AM which is the peak time period of the adjacent street traffic. TABLE 3.2 TRIP GENERATION RATES LAND USE TRIP GENERATION RATE Peak AM Hr. Peak PM Hr. Specialty Retail Center (ITE Land Use 826) T/1000 ft 2 Single Tenant Office Building (ITE Land Use 715) 1.80 T/1000 ft T/1000 ft 2 The number of site generated trips from the proposed office/retail building utilized the trip rates of Table 3.2 and the proportion of trips entering and exiting the site as documented in the ITE manual. The City of Ottawa Transportation Master Plan 2013 has identified the 2011 peak morning period as having a transit share of 22.4%, with a share expected to increase to 26.0% by the year Public transit is readily available with OC Transpo Regular Route 1 travelling along Bank Street past the site. With the frequency of service and close proximity of bus stops to the site, the analysis has applied a 25% transit share reduction to the site generated trips to account for shared trips with transit. The analysis has assumed that the retail on site will be a primary destination of trips. Table 3.3 shows the expected weekday peak AM and PM hour site generated trips for the office/retail building. TABLE 3.3 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Retail Development (44%) 8 (56%) Office Development 6 5 (89%) 1 (11%) 5 1 (15%) 4 (85%) 25% Transit Share Reduction TOTAL SITE TRIPS

10 8 3.2 Trip Distribution The site generated trips in Table 3.3 were distributed onto the surrounding roads utilizing the peak AM and PM hour traffic counts taken by the City of Ottawa on May 15, 2014 at the Bank/Heron intersection. The distribution of background traffic would best represent the origin/destination trip pattern of commuters travelling to and from work during the weekday peak AM and PM hours. The trips generated by the site were proportioned along the adjacent roads to the following distribution for both the weekday peak AM and PM hours: To/From the north and along Bank Street 15% To/From the south along Bank Street 30% To/From the east along Heron Road 30% To/From the west along Heron Road 25% Figure 3.2 shows the expected distribution of site trips for the proposed office/retail building during the weekday peak AM and PM hours. 4. TRANSPORTATION IMPACT The study will examine the operation of the Anoka/Bank intersection and the impact the intersection would have on the operation of the site access onto Anoka Street. The analysis will also examine the operation of the Bank/Heron intersection. The time periods for the analysis would be for the existing traffic counts and the expected traffic at the year 2017 at the completion of the development, and at the year 2022 which represents five years beyond completion. The analysis will use the Highway Capacity 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

11 9 FIGURE 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS

12 10 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 > Background Traffic Volumes The background traffic volumes along Bank Street and Heron Road would represent the expected traffic volumes which would not include the expected trips from the proposed office/retail development. The increase in background traffic was determined from historical traffic counts taken by the City of Ottawa at the intersection of Bank Street and Heron Road. The volume of traffic was compared between the July 4, 2001 and May 15, 2014 counts, with the Annual Average Daily Traffic (AADT) determining that the traffic increased at an annual compounded rate of percent. The study has therefore assumed an annual compounded rate of increase in traffic of 1.0 percent which would account for future development outside the immediate area. The following are the background traffic growth factors which were applied to the existing traffic counts (Figure 2.1) at all approaches to the intersections examined in the study: To 2017 To Traffic Counts at 1% annual growth Since the traffic along Bank Street at Anoka Street was balanced with the 2014 Bank/Heron intersection, the growth factors above were applied to all approaches to the Anoka/Bank intersection. The expected traffic at the Collins/Bank intersection was also increased to reflect the expected future traffic from the proposed development at 1637 Bank Street (Collins/Bank intersection). Figure 4.1 shows the expected 2017 traffic and Figure 4.2 the 2022 background traffic volumes (excluding the expected trips from the proposed development). 4.2 Total Traffic Volumes The total expected 2017 and 2022 weekday peak AM and PM hour traffic was determined by the addition of the site trips from the proposed development which are shown in Figure 3.2, and the background traffic shown in Figures 4.1 and Figure 4.2. The result is the expected total traffic volumes which will be examined in the study and are shown in Figure 4.3 and Figure 4.4.

13 11 FIGURE 4.1 YEAR 2017 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC

14 12 FIGURE 4.2 YEAR 2022 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC

15 13 FIGURE 4.3 YEAR 2017 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC

16 14 FIGURE 4.4 YEAR 2022 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC

17 Traffic Analysis The has determined the existing and future operation of the Anoka/Bank and Bank/Heron intersections, and examined the impact that the Anoka/Bank intersection would have on the operation of the site access. The time period for the analysis would be the weekday peak AM and PM hours of the adjacent roads for the existing traffic counts and expected traffic at the years 2017 and The results of the analysis are discussed in detail in the following sections: Anoka Street and Bank Street Intersection The Anoka/Bank intersection is located west of the site access onto Anoka Street. The Anoka/Bank intersection is a T intersection with Bank Street forming the northbound and southbound approaches, and Anoka Street the westbound stop controlled approach. The turning movements to/from Anoka Street are controlled to right-in/right-out movements by a raised median along the centre of Bank Street. Southbound trips entering the site are expected to turn left onto Collins Avenue or make a U Turn on Bank Street at Collins Avenue. Trips exiting the site and travelling southbound are expected to access Bank Street from left turn movements from the Erie/Bank intersection which is controlled by traffic signals and contains sufficient capacity for the additional westbound left turn movements. The operational analysis using the existing 2015 traffic along Anoka Street and 2014 along Bank Street determined that the westbound Anoka right turn movement functions at a Level of Service (LoS) B during both the peak AM and PM hours. The 95 th percentile queue at the westbound Anoka Street approach would be 0.11 vehicles with an approach delay of 13.6 seconds during the peak AM hour. Table 4.1 summarizes the existing operation of the intersection with the analysis sheets provided in the Appendix as Exhibit 3 for the peak AM hour and Exhibit 4 for the peak PM hour. TABLE 4.1 ANOKA/BANK LoS & Delay Intersection Approach WEEKDAY PEAK AM HR. YEAR (2022) WEEKDAY PEAK PM HR. YEAR (2022) LoS Delay (sec.) LoS Delay (sec.) WB Right - Anoka Street B B (B) (14.4) B B (B) (12.3) At the year 2017 when the development is expected to be completed, the westbound Anoka right turn movement is expected to function at a LoS B during both the peak AM and PM hours. Table 4.1 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 5 and 6.

18 16 The westbound Anoka right turn movement is expected to continue to operate at a LoS B during both the 2022 peak AM and PM hours with an approach delay of 14.4 seconds which occurred during the peak AM hour. The westbound approach would experience a 95 th percentile queue of 0.13 vehicles during the peak AM hour which would not interfere with the operation of the site access which is located 50 m east of the curb line of the intersection (7 vehicles). The operation of the intersection is summarized in Table 4.1 with the analysis provided as Exhibit 7 and Exhibit 8. There would be no requirement for modification to the Anoka/Bank intersection due to the additional trips from the site. Bank Street and Heron Road Intersection The intersection of Bank Street and Heron Road is controlled by traffic signals with four phases during the peak AM and PM hours. Bank Street forms the northbound and southbound approaches, and Heron Road the eastbound and westbound approaches. All approaches have exclusive left turn lanes, two through lanes, and exclusive or shared right turn lanes. The intersection currently functions at a LoS E during both the peak AM and PM hours using the 2014 traffic counts and existing traffic signal timing plan obtained from the City of Ottawa. The operation of the intersection is summarized in Table 4.2 with the analysis sheets provided as Exhibit 9 for the peak AM hour and Exhibit 10 for the peak PM hour. TABLE 4.2 BANK/HERON LoS & Volume to Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HR. YEAR (2022) WEEKDAY PEAK PM HR. YEAR (2022) LoS v/c LoS v/c EB Left Heron Road E E (F) (1.05) D D (E) (0.94) EB Through Heron Road A A (A) (0.54) C C (D) (0.84) WB Left Heron Road A A (A) (0.37) C E (F) (1.14) WB Through Heron Road F F (F) (1.12) F F (F) (1.15) WB Right Heron Road A A (A) (0.24) A A (A) (0.20) NB Left Bank Street C C (C) (0.79) A A (B) (0.61) NB Through Bank Street B B (C) (0.71) B B (B) (0.67) SB Left Bank Street E E (F) (1.01) D D (D) (0.88) SB Right Bank Street A A (A) (0.52) E E (F) (1.02) Total Intersection E E (F) (0.99) E F (F) (1.04)

19 17 As the background traffic increases, the operation of the intersection decreases. The operational analysis determined that the intersection would operate at a LoS E during the 2017 peak AM hour and a LoS F during the peak PM hour. Table 4.2 summarizes the operation of the intersection with the analysis provided as Exhibit 11 and 12. At the year 2022 which represents five years beyond completion of the development, the intersection was determined to function at a LoS F during both the peak AM and PM hour time periods. The northbound Bank Street through and right turn movements would require vehicular storage for potential queuing of approximately 150 m during the peak AM hour and 120 m during the peak PM hour. The Anoka/Bank intersection is located approximately 65 m south of the stop bar at the northbound approach to the Bank/Heron intersection. The northbound queue may periodically extend past the Anoka/Bank intersection during peak hours resulting in a further delay for the westbound Anoka Street right turn movements onto Bank Street. The queue would clear every signal cycle. The small volume of trips generated by the site and assigned to the Bank/Heron intersection would result in a minor impact on the operation of the intersection. Table 4.2 summarizes the operation of the intersection with the analysis provided as Exhibit 13 and Exhibit 14. There would be no requirement for modification to the Bank/Heron intersection due to the additional trips from the site. 4.4 Site Circulation The site would have one access onto Anoka Street located approximately 50 m east of Bank Street. The access would be 6.7 m in width and would provide one lane entering and one lane exiting the site. The Site Plan provides 20 parking spaces including 1 barrier free space which are all easily accessible from the parking lot aisles. The layout of the parking lot provides an efficient movement of vehicles throughout the site. The Site Plan provides a connection from the building accesses to the existing sidewalk along Bank Street, and a connection to the proposed sidewalk along Anoka Street which will be extended from Bank Street to the site access. There will be good pedestrian access to the parking lot from the building accesses. 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. The site comprises of an office and retail component which can take advantage of all modes of transportation. The Site Plan does serve the principals of TDM by locating the site in close proximity to pedestrian, cycling and transit facilities. The following will list the facilities which would reduce the volumes of peak hour vehicular traffic: 1. The site is located on Bank Street with direct access to the municipal sidewalks along Bank Street and Heron Road. The site is in close proximity to residential development

20 18 which has the potential to reduce vehicular trips for both office and retail uses. The sidewalks also provide safe access to other retail and restaurants in the area. 2. OC Transpo Regular Route 1 travels along Bank Street providing access to downtown routes and the Greenboro Transit Station at South Keys. The site is also approximately one kilometer from the Heron Transitway stop. 3. Bank Street, Heron Road and Alta Vista Drive are all designated as primary cycling routes in the City of Ottawa Transportation Master Plan (TMP). The Site Plan provides a bicycle rack for the storage of 4 bicycles near the Anoka Street entrance to the building. 5. FINDINGS AND RECOMMENDATIONS A Site Plan has been prepared for the owners of land at the 1625 Bank Street property which is located at the southeast corner of the Anoka/Bank intersection. The site comprises of two municipal lots at 1625 and 1629 Bank Street. The proposal is to replace the two existing residential homes with a two storey building which will contain retail on the ground floor and an office use on the second floor. The site will have one access onto Anoka Street with 20 on-site parking spaces which includes 1 barrier free space. The has examined the operation of the Anoka/Bank and Bank/Heron intersections and the impact that the Anoka/Bank intersection may have on the operation of the site access onto Anoka Street. The analysis was completed for the existing 2014/2015 traffic counts, for the expected 2017 traffic at the completion of the development, and at the year 2022 which represents five years beyond completion. The time period of the analysis would be the weekday peak AM and PM hour traffic of the adjacent roads which is when the peak hour of site trips are expected. The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that the development would generate 4 new trips entering and 1 trip exiting the site during the peak AM hour, and 5 new trips entering and 9 trips exiting the site during the peak PM hour. The number of new site generated trips would not trigger the requirement of a Transportation Impact Assessment report as documented in the City of Ottawa Transportation Impact Assessment Guidelines. This was prepared to assess the impact of the new development on the adjacent roads. 2) The site access onto Anoka Street would be constructed as a private approach with a width of 6.7 m. The access would have one lane entering and one lane exiting the site. The access would be located approximately across from a residential driveway on the north side of Anoka Street. There would be no requirement for roadway modifications to Anoka Street at the site access. 3) The traffic impact analysis examined the operation of the Anoka/Bank intersection utilizing the existing lane geometry and traffic controls. The operation analysis determined that the proposed development would have a minor impact on the operation

21 19 of the intersection with the expected 2022 level of service of the intersection remaining the same as that of the existing traffic counts. The westbound Anoka Street approach would not produce a queue which would interfere with the operation of the site access onto Anoka Street. There would be no requirement for intersection modifications due to the development of the site. 4) The Bank/Heron intersection is located north of the site. The operational analysis used the existing lane geometry and traffic signal timing plan. The analysis determined that the intersection currently (2014 counts) functions at a Level of Service E during both peak AM and PM hours. With the increasing background traffic from future development, the expected 2022 Level of Service would decrease to an F during both the peak AM and PM hours which would result in longer queuing and delays at the approaches. The site would add few trips to the intersection and the minor impact would not be responsible for any future intersection modifications. 5) Site trips assigned to the south would likely use the intersection of Erie/Bank which is controlled by traffic signals. The intersection contains sufficient capacity for the expected site trips destined to the south along Bank Street. 6) A Check List is provided in the Appendix as Exhibit 15. Prepared by: David J. Halpenny, M. Eng., P. Eng.

22 20 APPENDIX TRAFFIC COUNTS OPERATIONAL ANALYSIS WORK SHEETS TRANSPORTATION BRIEF - CHECKLIST

23 21 EXHIBIT PEAK AM HOUR TRAFFIC COUNT BANK/HERON

24 PEAK PM HOUR TRAFFIC COUNT BANK/HERON

25 23 EXHIBIT PEAK AM HOUR TRAFFIC COUNT BANK/ERIE

26 PEAK PM HOUR TRAFFIC COUNT BANK/ERIE

27 25 EXHIBIT PEAK AM HOUR TOTAL TRAFFIC ANOKA/BANK HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Bank/Anoka Analysis Year: Year 2014 Project ID: /1629 Bank Street East/West Street: Anoka Street North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 14 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 15 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config R v (vph) 15 C(m) (vph) 432 v/c % queue length 0.11 Control Delay 13.6 LOS B Approach Delay 13.6 Approach LOS B

28 26 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANOKA/BANK HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Bank/Anoka Analysis Year: Year 2014 Project ID: /1629 Bank Street East/West Street: Anoka Street North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 11 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 11 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config R v (vph) 11 C(m) (vph) 548 v/c % queue length 0.06 Control Delay 11.7 LOS B Approach Delay 11.7 Approach LOS B

29 27 EXHIBIT PEAK AM HOUR TOTAL TRAFFIC ANOKA/BANK HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Bank/Anoka Analysis Year: Year 2017 Project ID: /1629 Bank Street East/West Street: Anoka Street North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 15 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 16 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config R v (vph) 16 C(m) (vph) 418 v/c % queue length 0.12 Control Delay 14.0 LOS B Approach Delay 14.0 Approach LOS B

30 28 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANOKA/BANK HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Bank/Anoka Analysis Year: Year 2017 Project ID: /1629 Bank Street East/West Street: Anoka Street North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 17 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 18 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config R v (vph) 18 C(m) (vph) 529 v/c % queue length 0.11 Control Delay 12.0 LOS B Approach Delay 12.0 Approach LOS B

31 29 EXHIBIT PEAK AM HOUR TOTAL TRAFFIC ANOKA/BANK HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Bank/Anoka Analysis Year: Year 2022 Project ID: /1629 Bank Street East/West Street: Anoka Street North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 16 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 17 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config R v (vph) 17 C(m) (vph) 398 v/c % queue length 0.13 Control Delay 14.4 LOS B Approach Delay 14.4 Approach LOS B

32 30 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC ANOKA/BANK HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Bank/Anoka Analysis Year: Year 2022 Project ID: /1629 Bank Street East/West Street: Anoka Street North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Northbound Southbound Movement L T R L T R Volume Peak-Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles Median Type/Storage Undivided / RT Channelized? Lanes Configuration T TR T Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 18 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 19 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config R v (vph) 19 C(m) (vph) 510 v/c % queue length 0.12 Control Delay 12.3 LOS B Approach Delay 12.3 Approach LOS B

33 31 EXHIBIT PEAK AM HOUR TOTAL TRAFFIC BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak AM Hour Year: Year 2014 Project ID: /1629 Bank Street E/W St: Heron Road N/S St: Bank Street SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L T L T R L T L T Volume Lane Width RTOR Vol 80 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A P NB Left A A Thru A P Thru A P Right Right Peds X X Peds X X WB Left P SB Left A Thru P Thru P Right P Right Peds X Peds X NB Right EB Right SB Right WB Right Green Yellow All Red Cycle Length: secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound # Left L Thru T Right Westbound Left L Thru T # Right R Northbound Left L Thru T # Right Southbound Left L # Thru T Right _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.79 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.87

34 32 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak PM Hour Year: Year 2014 Project ID: /1629 Bank Street E/W St: Heron Road N/S St: Bank Street SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L T L T R L T L T Volume Lane Width RTOR Vol 60 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A P NB Left A Thru A P Thru P Right Right Peds X X Peds X WB Left P SB Left A Thru P Thru P Right P Right Peds X Peds X NB Right EB Right SB Right WB Right Green Yellow All Red Cycle Length: secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound # Left L Thru T Right Westbound Left L Thru T # Right R Northbound Left L Thru T Right Southbound Left L # Thru T # Right _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.84 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.97

35 33 EXHIBIT PEAK AM HOUR TOTAL TRAFFIC BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak AM Hour Year: Year 2017 Project ID: /1629 Bank Street E/W St: Heron Road N/S St: Bank Street SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L T L T R L T L T Volume Lane Width RTOR Vol 80 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A P NB Left A A Thru A P Thru A P Right Right Peds X X Peds X X WB Left P SB Left A Thru P Thru P Right P Right Peds X Peds X NB Right EB Right SB Right WB Right Green Yellow All Red Cycle Length: secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound # # Left L Thru T Right Westbound Left L Thru T Right R Northbound Left L Thru T # Right Southbound Left L # Thru T Right _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.84 Total lost time per cycle, L = 5.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.88

36 34 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak PM Hour Year: Year 2017 Project ID: /1629 Bank Street E/W St: Heron Road N/S St: Bank Street SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L T L T R L T L T Volume Lane Width RTOR Vol 60 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A P NB Left A Thru A P Thru P Right Right Peds X X Peds X WB Left P SB Left A Thru P Thru P Right P Right Peds X Peds X NB Right EB Right SB Right WB Right Green Yellow All Red Cycle Length: secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound # Left L Thru T Right Westbound Left L Thru T # Right R Northbound Left L Thru T Right Southbound Left L # Thru T # Right _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.86 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 1.00

37 35 EXHIBIT PEAK AM HOUR TOTAL TRAFFIC BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak AM Hour Year: Year 2022 Project ID: /1629 Bank Street E/W St: Heron Road N/S St: Bank Street SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L T L T R L T L T Volume Lane Width RTOR Vol 80 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A P NB Left A A Thru A P Thru A P Right Right Peds X X Peds X X WB Left P SB Left A Thru P Thru P Right P Right Peds X Peds X NB Right EB Right SB Right WB Right Green Yellow All Red Cycle Length: secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound # # Left L Thru T Right Westbound Left L Thru T Right R Northbound Left L Thru T # Right Southbound Left L # Thru T Right _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.94 Total lost time per cycle, L = 5.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.99

38 36 EXHIBIT PEAK PM HOUR TOTAL TRAFFIC BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak PM Hour Year: Year 2022 Project ID: /1629 Bank Street E/W St: Heron Road N/S St: Bank Street SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L T L T R L T L T Volume Lane Width RTOR Vol 60 _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left A P NB Left A Thru A P Thru P Right Right Peds X X Peds X WB Left P SB Left A Thru P Thru P Right P Right Peds X Peds X NB Right EB Right SB Right WB Right Green Yellow All Red Cycle Length: secs CAPACITY AND LOS WORKSHEET Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/c) (c) Ratio _ Eastbound # Left L Thru T Right Westbound Left L Thru T # Right R Northbound Left L Thru T Right Southbound Left L # Thru T # Right _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.90 Total lost time per cycle, L = sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 1.04

39 37 EXHIBIT 15 TRANSPORTATION BRIEF - CHECKLIST

40 38