Glebe Parking Garage 170 Second Avenue, Ottawa, Ontario Transportation Impact Study

Transcription

1 Glebe Parking Garage 17 Second Avenue, Ottawa, Ontario Transportation Impact Study C i t y o f O t t a w a S e p t e m b e r GENIVAR 2611 Queensview Drive, Suite 3 Ottawa, Ontario K2B 8K2 Telephone: Fax:

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3 Glebe Parking Garage Transportation Impact Study September 213 Table of Contents 1. INTRODUCTION Project Site Site Plan Scope Methodology of the Traffic Analysis EXISTING TRAFFIC CONDITIONS Roadways Traffic Volumes Active Transportation Traffic Analysis of Existing Conditions FUTURE BACKGROUND TRAFFIC CONDITIONS Background Growth Traffic Analysis of Background Conditions FUTURE PROJECTED TRAFFIC CONDITIONS Traffic Generation Traffic Assignment Traffic Analysis of the Projected Conditions Mitigation Measures SITE DESIGN CONCLUSION ACKNOWLEDGEMENTS APPENDIX A PARKING STUDY (EXCERPTS) APPENDIX B SITE PLAN APPENDIX C TRAFFIC COUNT REPORTS APPENDIX D SYNCHRO REPORTS i

4 Glebe Parking Garage Transportation Impact Study September 213 List of Figures Figure 1-1 Project Site and Intersections under Study... 2 Figure 2-1 Existing 213 Traffic Volumes, Afternoon (Saturday) Peak Hour... 6 Figure 2-2 Existing 213 Pedestrian and Bicycle Volumes, Afternoon (Saturday) Peak Hour7 Figure 3-1 Background 218 Traffic Afternoon (Saturday) Peak Hour Figure 4-1 Generated Trips, Afternoon (Saturday) Peak Hour Figure 4-2 Projected 218 Traffic, Afternoon (Saturday) Peak Hour List of Tables Table 2-1 Turning Movement Count Reports... 5 Table 2-2 Intersection Performance, Existing 213 Traffic... 8 Table 3-1 Intersection Performance, Background 218 Traffic Table 4-1 Current Occupancy at 17 Second Avenue Table 4-2 Calculation of Generated Trips Table 4-3 Intersection Performance, Projected 218 Traffic ii

5 Glebe Parking Garage Transportation Impact Study September Introduction GENIVAR has been retained by the City of Ottawa to complete a Transportation Impact Study for the proposed construction of a multi-level parking garage on 17 Second Avenue in the Glebe Area in Ottawa. 1.1 Project Site Data about parking demand in the Glebe Area is taken from the Glebe Local Area Parking Study (referred in this document as the parking study ) produced by Morrison Hershfield in February 213. Figure 1-1 presents the Study Area of that parking study but also highlights the location of the project site and the key intersections under the present study. Appendix A contains excerpts from Morrison Hershfield s parking study. As shown, the project site is located very close to Bank Street between Second Avenue and Third Avenue. A 49-space municipal parking lot currently exists at this location. The proposed parking garage will include approximately 15 spaces, effectively tripling the capacity of the existing parking lot. It will also maintain the accesses on both Second Avenue and Third Avenue. 1.2 Site Plan The site plan including the proposed parking layout on each floor is available in Appendix B. 1.3 Scope The report includes the following: A review of the background traffic operations at key intersections; An assessment of the traffic generated by the proposed development and a review of the projected traffic operations at key intersections; A review of the proposed site design. The key intersections retained for this study are: Bank Street / Second Avenue (two-way stop-controlled); Bank Street / Third Avenue (signalized); Lyon Street / Second Avenue (all-way stop-controlled); Lyon Street / Third Avenue (all-way stop-controlled). The key intersections include the closest intersections from the project site (corners of the rectangle formed by Bank Street, Second Avenue, Lyon Street and Third Avenue). 1

6 Glebe Parking Garage Transportation Impact Study September 213 Figure 1-1 Project Site and Intersections under Study 1 Project Site Intersection under Study 1 Edited from the Glebe Local Area Parking Study produced by Morrison Hershfield in February 213. Study Area refers to the area delimited by Morrison Hershfield for their parking study. 2

7 Glebe Parking Garage Transportation Impact Study September Methodology of the Traffic Analysis The analysis of traffic operations was performed using the software tool Synchro 8 implementing the Highway Capacity Manual (HCM) 2 calculation methodology. The following key parameters are used in Synchro and are consistent with Ottawa s Transportation Impact Assessment Guidelines (26): Ideal Saturation Flow: 1,8 pcu/h; Percentage of Truck Volumes: as per the traffic count reports (minimum 2%); Conflicting Pedestrians and Bicycles: as per the traffic count reports; Passenger Car Equivalent for Heavy Vehicle: 1.7; Stored Passenger Car Length: 7 m; Stored Heavy Vehicle Length: 12 m; Peak Hour Factor:.92; Area Type: Central Business District (CBD). The ideal saturation flow is the assumed maximum number of passenger car units (pcu) per hour that can travel on a single lane under free flow conditions. In the context of a Synchro analysis, any truck is assumed to be equivalent to 1.7 passenger cars. The stored vehicle lengths are used for the calculation of queue lengths. A Peak Hour Factor (PHF) is applied to the traffic volumes in Synchro to account for variations within the peak hour interval; it represents the hourly traffic flow rate divided by the highest 15-min traffic flow rate. The traffic signal operations correspond to the current operations as observed, except for the signal timings which have been optimized for the existing, background and projected traffic conditions. The intersection performance results presented in this document should be interpreted as follow: Volume-to-Capacity (V/C) Ratio: represents the level of utilization of a turning movement. Typically, a V/C value below.85 indicates efficient operations whereas a value above 1 indicates congestion problems. Occasional congestion may occur when this value is between.85 and 1.; Average Delay per Vehicle and Level of Service (LOS): represents the drivers level of satisfaction. The LOS is directly based on the average delay: a delay lower or equal to 1 seconds equals a level of service A while a delay higher than 55 seconds (for an unsignalized intersection) equals a level of service F. Typically, a LOS D is deemed satisfactory. A level of service E or F may require corrective measures depending on the context; 95 th Percentile Queue Length: represents the 95 th longest queue of the peak hour, as estimated by Synchro. The 95 th percentile queue is typically used to determine storage requirements. 3

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9 Glebe Parking Garage Transportation Impact Study September Existing Traffic Conditions 2.1 Roadways The main roadways in the vicinity of the project site are Bank Street, Lyon Street, Second Avenue and Third Avenue. The speed limit is 5 km/h on Bank Street and 4 km/h on all other roadways. According to the parking study: The Glebe is primarily a residential neighbourhood, but also features a prominent and flourishing commercial area [i.e. Bank Street], several recreational parks and a major sports/event venue at Lansdowne Park. Institutions include several churches, schools, a fire station and a community centre. Bank Street is a 4-lane undivided arterial located in a densely commercial area. Parking is allowed (and heavily used) on each side of the road except from 7 to 9 a.m. in the northbound direction and from 3:3 to 5:3 p.m. in the southbound direction during weekdays to ensure the availability of 2 lanes in the peak direction during weekday peak hours. Parking duration is limited to 2 hours maximum between 8: a.m. and 5:3 p.m. every day and a fee is required during that time. No storage lanes are provided at the intersections of Bank Street / Second Avenue and Bank Street / Third Avenue; turning movements are performed from shared lanes. Outside the weekday peak periods, Bank Street generally operates as a 2-lane roadway because of the heavy use of the curb lanes for parking. Second Avenue, Third Avenue and Lyon Street are 2-lane undivided local streets located in a residential area. 2.2 Traffic Volumes Turning movement counts have been provided by the City for the intersection at Bank Street / Third Avenue for weekday peak hours in 21 and 212. GENIVAR performed weekday counts for the remaining intersections and Saturday counts for the intersections on Bank Street. Since traffic is found to be very low at the two intersections on Lyon Street, no count or analysis were done at these locations for the Saturday peak hour. The count reports are available in Appendix C. Table 2-1 presents the counts available for the present study. Table 2-1 Turning Movement Count Reports Location Weekday Counts Saturday Counts Bank Street / Second Avenue GENIVAR, 1 September 213 GENIVAR, 14 September 213 Bank Street / Third Avenue City of Ottawa, 7 Aug. 212 (rejected) City of Ottawa, 7 May 21 (adjusted) Lyon Street / Second Avenue GENIVAR, 22 August 213 n/a Lyon Street / Third Avenue GENIVAR, 22 August 213 n/a GENIVAR, 14 September 213 5

10 (31) (513) (22) (34) (488) (14) (32) (59) (12) (42) (518) (16) Glebe Parking Garage Transportation Impact Study September 213 It has been found that the 212 counts provided by the City are suspiciously low when compared to the 21 counts or GENIVAR s count at Bank Street / Second Avenue. For that reason, it has been decided to use the latter as a reference and to adjust the City s 21 counts from the City so that traffic is balanced on Bank Street. The adjusted 213 volumes are presented in Figure 2-1. Figure 2-1 Existing 213 Traffic Volumes, Afternoon (Saturday) Peak Hour Lyon Street Bank Street Second Avenue 8 $ 9 < 17 8 $ 9 < 27 (18)! 43! 4 (2) Second Second 1 = > 14 (16) 7 = > 8 (7) Avenue Avenue 28 " (7) 5 " 3? : # ; (26) 22? : # ; Second Avenue Third Avenue 8 $ 9 < 11 8 $ 9 < 14 (16)! 38! 28 (25) Third Third 6 = > 9 (33) 24 = > 19 (9) Avenue Avenue 38 " (29) 36 " 4? : # ; (53) 67? : # ; Third Avenue Lyon Street Bank Street 2.3 Active Transportation All turning movement counts performed or used for this analysis include pedestrian and bicycle volumes. They are presented in Figure 2-2 for the vehicular weekday afternoon and Saturday peak hours. 6

11 (28) (394) (42) (21) (21) (285) (428) (3) Glebe Parking Garage Transportation Impact Study September 213 Figure 2-2 Existing 213 Pedestrian and Bicycle Volumes, Afternoon (Saturday) Peak Hour Lyon Street Bank Street Second Avenue (28) Pedestrians 2 $ 2 $!! 1 (1) Bicycle Second Second Avenue Avenue " (3) 2 " # 2 # (55) 27 1 Third Avenue $ 2 $ (29)! 7! 6 (2) Third Third Avenue Avenue 4 " (1) 12 " 3 1 # 2 # 2 (53) 18 1 Third Avenue Lyon Street Bank Street As shown, pedestrian and bicycle traffic is particularly high on Bank Street: there can be as many as 984 pedestrians and 87 bicycles during a single peak hour. This has an important consequence on the traffic capacity of Bank Street / Second Avenue and Bank Street / Third Avenue. It also underlines the dynamic character of Bank Street as a commercial area and the importance of considering the impact on active transportation of any road improvement. 2.4 Traffic Analysis of Existing Conditions The capacity of the intersections under study was evaluated using the software tool Synchro 8, based on the HCM 2 methodology. The results of the analysis for the existing 213 traffic are presented in Table 2-2. Detailed Synchro reports are available in Appendix D. 7

12 Glebe Parking Garage Transportation Impact Study September 213 Table 2-2 Intersection Performance, Existing 213 Traffic Intersection Movement Afternoon Peak Hour Saturday Peak Hour V/C Ratio Avg. Delay (s) Level of Service 95 th Queue Length (m) V/C Ratio Avg. Delay (s) Level of Service 95 th Queue Length (m) Eastbound All.52 1 F F 28 Bank Street / Second Avenue TWSC Westbound All.3 42 E F 9 Northbound All.9 3 A A 2 Southbound All.27 A A 1 Eastbound All D C 28 Westbound All C C 14 Bank Street / Third Avenue Northbound All.57 9 A A 85 Southbound All.4 4 A A 33 Average Delay / Level of Service 1 A 11 B Lyon Street / Second Avenue AWSC Eastbound All.5 8 A n/a Westbound All.9 8 A n/a Northbound All.5 8 A n/a Southbound All.13 8 A n/a n/a Lyon Street / Third Avenue AWSC Eastbound All.6 8 A n/a Westbound All.7 8 A n/a Northbound All.5 7 A n/a Southbound All.11 8 A n/a n/a 8

13 Glebe Parking Garage Transportation Impact Study September 213 The table above indicates that there are currently no capacity issues at any of the intersections under study, all approaches operating below capacity during both weekday afternoon (v/c.66) and Saturday (v/c.88) peak hours. The intersection at Bank Street / Second Avenue does experience very long delays on the side street approaches, which are stopcontrolled. It is noted that this is consistent with what has been observed during the count: drivers waiting for a long time before being able to go straight or perform a left turn. The high volume of pedestrians results in fewer turning opportunities for these drivers and increases the average delay (both in Synchro and in reality). On the other hand, gaps are occasionally made available when signals located at First Avenue and Third Avenue turn red and hold the northbound and southbound traffic. Consistent with what has been observed during the counts, the 95 th percentile queue length on Second Avenue rarely exceeded 4 vehicles. Interestingly, at Bank Street / Second Avenue, during the counts, some drivers have been observed to slowly creep and/or force their way into Bank Street, violating the priority rules. Inversely, some drivers travelling on Bank Street have been observed to courteously stop and let a driver on Second Avenue proceed on Bank Street (notably when traffic is slow and/or the downstream traffic signal is red). It is noted that, at Bank Street / Third Avenue, the 95 th queue length reaches 85 m (according to Synchro) in the northbound direction. This is 25 m more than the distance between Third Avenue and Fourth Avenue. 9

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15 Glebe Parking Garage Transportation Impact Study September Future Background Traffic Conditions This section presents the projected intersection performance for the 5-year horizon (218) without the proposed development. 3.1 Background Growth According to the parking study, TRANS 2 forecasts a decrease of traffic on Bank Street during the morning peak hour of the magnitude of 7% to 8% from 25 to 231, partially attributed to an increase in the proportion of trips made by transit, which is expected to increase from roughly 25% in 25 to 32% in 231. However, shopping and recreation trips, which may follow a different trend than commuting trips, are typically lower during the morning peak period and higher during the afternoon and Saturday peak periods. Furthermore, densification and development projects such as the Lansdowne Park redevelopment may somewhat compensate for the downward trend in traffic 3. Therefore, as a conservative measure, a growth rate of 1% per year is applied on all traffic volumes. Figure 3-1 presents the future background 218 traffic. 2 The TRANS Joint Transportation Planning Committee manages transportation studies and collects data for transportation planning at the National Capital Region s level. 3 However, these projects may have been already included in the TRANS projection model; in that case, the forecasted decrease of traffic already takes these into consideration. 11

16 (33) (545) (23) (36) (518) (15) (34) (54) (13) (45) (55) (17) Glebe Parking Garage Transportation Impact Study September 213 Figure 3-1 Background 218 Traffic Afternoon (Saturday) Peak Hour Lyon Street Bank Street Second Avenue 8 $ 9 < 18 8 $ 9 < 29 (19)! 46! 4 (2) Second Second 11 = > 15 (17) 7 = > 8 (7) Avenue Avenue 3 " (7) 5 " 3? : # ; (28) 23? : # ; Second Avenue Third Avenue 8 $ 9 < 12 8 $ 9 < 15 (17)! 4! 3 (27) Third Third 6 = > 1 (35) 26 = > 2 (1) Avenue Avenue 4 " (31) 38 " 4? : # ; (56) 71? : # ; Third Avenue Lyon Street Bank Street 3.2 Traffic Analysis of Background Conditions The results of the analysis for the background 218 traffic are presented in Table 3-1. Detailed Synchro reports are available in Appendix D. 12

17 Glebe Parking Garage Transportation Impact Study September 213 Table 3-1 Intersection Performance, Background 218 Traffic Intersection Movement Afternoon Peak Hour Saturday Peak Hour V/C Ratio Avg. Delay (s) Level of Service 95 th Queue Length (m) V/C Ratio Avg. Delay (s) Level of Service 95 th Queue Length (m) Eastbound All F F 32 Bank Street / Second Avenue TWSC Westbound All E F 1 Northbound All.1 3 A A 2 Southbound All.28 1 A A 1 Eastbound All.7 39 D D 27 Westbound All C C 14 Bank Street / Third Avenue Northbound All.61 1 A A 9 Southbound All.43 3 A A 43 Average Delay / Level of Service 1 A 12 B Lyon Street / Second Avenue AWSC Eastbound All.6 8 A n/a Westbound All.1 8 A n/a Northbound All.5 8 A n/a Southbound All.14 8 A n/a n/a Lyon Street / Third Avenue AWSC Eastbound All.7 8 A n/a Westbound All.8 8 A n/a Northbound All.5 7 A n/a Southbound All.12 8 A n/a n/a According to the results presented above, traffic operations are not expected to change significantly from 213 to 218, except for the eastbound approach at Bank Street / Second Avenue. All approaches would operate below capacity (volume-to-capacity ratio.99). However, the Bank Street / Second Avenue would experience significantly longer delays on the eastbound approach during the Saturday peak hour. 13

18 Glebe Parking Garage Transportation Impact Study September

19 Glebe Parking Garage Transportation Impact Study September Future Projected Traffic Conditions This section presents the projected intersection performance for the 5-year horizon (i.e. 218) with the proposed development. It is assumed that the proposed parking garage will contain exactly 15 spaces. The actual capacity may be slightly more or less. 4.1 Traffic Generation Traffic generation by the proposed development is mainly based on the information presented in the parking study made by Morrison Hershfield. As a conservative measure, it is assumed that the parking lot will be occupied to its practical capacity, i.e. 85% of its full capacity. This is consistent with the forecasted occupancy rate for on-street parking (76% to 86%) presented in Table 18 of the parking study. It is noted that the forecasted occupancy rate for off-street parking is noticeably lower (58% to 61%). This emphasizes the fact that the 85% assumption is conservative. As part of the traffic counts performed on September 1 and September , a count of the number of vehicles parked in the parking lot at 17 Second Avenue was performed before and after each counting period. Table 4-1 presents the number of parked vehicles at these times. Table 4-1 Current Occupancy at 17 Second Avenue Date Time Number of parked vehicles 1 September 213 4:37 p.m. 24 cars, 1 truck (delivery) 6:18 p.m. 17 cars 14 September 213 1:57 a.m. 26 cars 3:8 p.m. 3 cars Based on the information presented in Figure 19 of the parking study, the average parking duration at the existing parking lot at 17 Second Avenue is 43 minutes on a weekday afternoon and 45 minutes on Saturday. These durations are consistent with the average durations on Bank Street south of Glebe Avenue as reported in Table 6 of the parking study (46 min on Thursday, 49 minutes on Saturday). They are used to determine the trip generation rates of the proposed parking garage. Table 4-2 presents the number of generated trips and the underlying assumptions. Table 4-2 Calculation of Generated Trips Weekday Afternoon Saturday Full Parking Capacity Projected Occupancy (85% of Capacity) Current Occupancy 2 28 Projected Occupancy Increase 18 1 Average Parking Duration 43 min 45 min Trip Generation Rate (In and Out) Number of Generated Trips (In / Out) 15 / /

20 Glebe Parking Garage Transportation Impact Study September 213 The projected occupancy is NOT an accurate prediction of how much the future parking garage will be used. It is merely a worst-case scenario for the purpose of the traffic analysis. The trip generation presented above is deemed conservative because it assumes that the peak hour of the parking garage matches the peak hour of Bank Street, which is unlikely, at least on weekday afternoons. According to the parking study, the weekday peak hours of the parking operations are 1 p.m. and 7 p.m., with the latter being more critical. At these times, it is expected that the street traffic will be lower. Also, again for conservative purpose, it is assumed there will be no pass-by trips. In reality, a certain number of trips will be performed by drivers who are already parking somewhere else and would find the future parking garage more convenient. 4.2 Traffic Assignment The site-generated trips are assigned to the road network based on the current traffic distribution. Because the eastbound and westbound approaches of the Bank Street / Second Street intersection already experience long delays, generated trips are expected to avoid them. Figure 4-1 shows the assignment of the site-generated traffic. Figure 4-2 shows the total projected traffic volumes for the 218 horizon. 16

21 (6) 56 (59) (2) (61) Glebe Parking Garage Transportation Impact Study September 213 Figure 4-1 Generated Trips, Afternoon (Saturday) Peak Hour Lyon Street Bank Street 8 Second Avenue (4) 4 "! 5 (5) Second Avenue Second Avenue # ; Second Avenue Third Avenue! 5 (5)! 5 (4) Third Third (61) 56 = Avenue Avenue (4) 4 " (4) 4 " (6) 8? : Third Avenue Lyon Street Bank Street 17

22 (93) (545) (23) (36) (518) (15) (34) (599) (15) (15) (55) (17) Glebe Parking Garage Transportation Impact Study September 213 Figure 4-2 Projected 218 Traffic, Afternoon (Saturday) Peak Hour Lyon Street Bank Street Second Avenue 8 $ 9 < 18 8 $ 9 < 29 (19)! 51! 4 (2) Second Second 11 = > 15 (17) 7 = > 8 (7) Avenue Avenue 34 " (7) 5 " 3? : # ; (28) 23? : # ; Second Avenue Third Avenue 8 $ 9 < 12 8 $ 9 < 15 (17)! 45! 35 (31) Third Third 6 = > 1 (96) 82 = > 2 (1) Avenue Avenue 45 " (34) 43 " 4? : # ; (116) 151? : # ; Third Avenue Lyon Street Bank Street 18

23 Glebe Parking Garage Transportation Impact Study September Traffic Analysis of the Projected Conditions The results of the analysis for the 218 traffic projection are presented in Table 4-3. Detailed Synchro reports are available in Appendix D. Table 4-3 Intersection Performance, Projected 218 Traffic Intersection Movement Afternoon Peak Hour Saturday Peak Hour V/C Ratio Avg. Delay (s) Level of Service 95 th Queue Length (m) V/C Ratio Avg. Delay (s) Level of Service 95 th Queue Length (m) Eastbound All F F 33 Bank Street / Second Avenue TWSC Westbound All.4 57 F F 11 Northbound All.1 3 A A 3 Southbound All.33 1 A A 1 Eastbound All E D 66 Westbound All B B 14 Bank Street / Third Avenue Northbound All D C 177 Southbound All.53 9 A B 48 Average Delay / Level of Service 37 D 27 C Lyon Street / Second Avenue AWSC Eastbound All.6 8 A n/a Westbound All.11 8 A n/a Northbound All.6 8 A n/a Southbound All.14 8 A n/a n/a Lyon Street / Third Avenue AWSC Eastbound All.7 8 A n/a Westbound All.9 8 A n/a Northbound All.5 7 A n/a Southbound All.12 8 A n/a n/a 19

24 Glebe Parking Garage Transportation Impact Study September 213 According to the results presented in the table above, the all-way stop-controlled intersections at Lyon Street / Second Avenue and Lyon Street / Third Avenue will be practically unaffected by the traffic generated by the proposed parking garage. However, the two-way stop-controlled intersection at Bank Street / Second Avenue is expected to operate with a degraded volume-to-capacity ratio of.77 and 1.4 (from.58 and.99) and an average delay of 194 and 256 seconds (from 118 and 234) on the eastbound approach during the weekday afternoon and Saturday peak hours respectively. The northbound and southbound approaches are unaffected. As for the signalized intersection at Bank Street / Third Avenue, the operations are degraded as the volume-to-capacity ratio of the eastbound approach reaches.98 and.86 (from.7 and.62), its average delay, 77 and 53 seconds (from 39 and 36) and its 95 th queue length, 9 and 66 m (from 31 and 27) during the weekday afternoon and Saturday peak hours respectively. But the most important change is on the northbound approach, with a volume-to-capacity ratio of 1. and.9 (from.61 and.62), an average delay of 54 and 32 seconds (from 1 and 1) and a 95 th queue length of 177 and 177 m (from 84 and 9). Clearly, the increase of the eastbound and northbound left-turn traffic has a considerable impact on the performance of this intersection. It is noted again that, as conservative measures, the present analysis assumes that the peak hour of the parking garage will match that of Bank Street, that no pass-by trips will be included in the generated trips and that the background traffic will grow at 1% per year (instead of decreasing). Therefore, it is concluded that the worst-case scenario will be the intersection at Bank Street / Third Avenue reaching capacity (but not exceeding it) while still operating at a satisfactory level of service (overall LOS D) although with a northbound queue length that will reach 177 m (about 1 m upstream of Fifth Avenue) 5% of the time. 4.4 Mitigation Measures A certain number of small changes can be done to improve the traffic flow at the intersections of Bank Street / Second Avenue and Bank Street / Third Avenue. Since left-turning drivers waiting for a gap are blocking the lane for through and right-turn movements therefore severely reducing the intersection capacity, the level of service could be improved by either prohibiting the left turn movements during peak hours where long delays are an issue (but that would limit the accessibility to the parking garage and the neighbourhood and/or force drivers to use other roads), or prohibiting parking on Bank Street in both direction (instead of the peak direction) near Third Avenue. However, the following must be considered: According to the Transportation Impact Assessment Guidelines (26), a volume-tocapacity ratio of 1. is considered acceptable in the City s urban core. This is consistent with the high volume of pedestrians and bicycles typically encountered in such setting and with the accepted premise that any increase of traffic capacity could be detrimental to them. Therefore, the performance of the Bank Street / Third Avenue intersection is deemed satisfactory. Moreover, increasing traffic capacity would go against the City s Transportation Demand Management policy which aims to limit car traffic and encourage other modes of transportation. The eastbound approach of the Bank Street / Second Avenue intersection performs poorly, but the traffic volume is extremely low and other alternatives are available, such as travelling via Third Avenue. Therefore, no changes are recommended at this location. 2

25 Glebe Parking Garage Transportation Impact Study September 213 Considering the above, and the conservative nature of the present traffic analysis, no changes are recommended at this point at any of the intersections under study. 21

26 Glebe Parking Garage Transportation Impact Study September

27 Glebe Parking Garage Transportation Impact Study September Site Design The latest site plan, which has been submitted on September 13, 213, has been reviewed for conformance with the City of Ottawa Private Approach Bylaw. The proposed development of a four-level, 158-space (subject to change) parking structure having right-of-way frontage on both Second Avenue and Third Avenue conforms to all clauses of the private approach bylaw except for clause 25(l)(i) which states that the minimum separation between a private approach and any other private approach shall be no less than 45 metres. Due to the nature of the site location, this clause is not feasible and as such an exemption will be required. The second aspect of clause 25(l)i) states that the nearest edge of a private access can be no less than 45 metres from the nearest street line (Bank Street right-of-way) which is met on the Second Avenue approach but is not met on the Third Avenue approach. An exemption would also be required for this access. 23

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29 Glebe Parking Garage Transportation Impact Study September Conclusion The City of Ottawa is proposing the construction of a 15-space parking garage that will replace the existing 49-space parking lot. The purpose of this study is to determine the impact such development will have on the nearby intersections. The Glebe Local Area Parking Study produced by Morrison Hershfield in February 213 is used as a reference to determine the parking occupancy. The traffic operation analysis reveals that all the intersections under study are operating satisfactorily, except for the Bank Street / Second Avenue which experiences long delays at its eastbound and westbound approaches. Without the proposed development, the intersections will all operate in a similar way in 218 (except for the longer delay at the eastbound approach of the Bank Street / Second Avenue intersection). Using conservative assumptions, the analysis reveals that, once the parking garage is built, the intersection at Bank Street / Second Avenue will experience even longer delays at its eastbound approach and the intersection at Bank Street / Third Avenue will reach (but not exceed) capacity. It is concluded that no changes are recommended at Bank Street / Second Avenue since the side street traffic is found to be very low and that drivers on Second Avenue can avoid the intersection at Bank Street by travelling on another street, such as Third Avenue. Also, no changes are recommended at Bank Street / Third Avenue since the intersection s performance, although at capacity, is deemed satisfactory. Moreover, increasing traffic capacity would go against the City s Transportation Demand Management policy which aims to limit car traffic and encourage other modes of transportation. The currently proposed site design is compliant with the City of Ottawa Private Approach Bylaw except for clause 25(l)i) which states that the minimum separation between a private approach and the nearest street line or any other private approach shall be no less than 45 metres. Due to the nature of the site location, this clause is not feasible and as such an exemption will be required. 25

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31 Glebe Parking Garage Transportation Impact Study September Acknowledgements This report has been completed by Daniel Riendeau, Transportation Engineer, and Angelo Renon, Director, Transportation, GENIVAR. 27

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33 Glebe Parking Garage Transportation Impact Study Appendix A Parking Study (Excerpts)

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35 FINAL REPORT Glebe Local Area Parking Study Ottawa, ON Presented to: Mary Gracie, MCIP, RPP Program Manager, Parking Studies City of Ottawa Parking Operations, Maintenance and Development 185 Slidell Street Ottawa, Ontario K1Y 3B5 Project No February 21, 213 Morrison Hershfield 244 Don Reid Drive, Ottawa, ON K1H 1E1, Canada Tel Fax morrisonhershfield.com

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37 Figure 4 Glebe Land Use Zoning

38 Parking Duration The availability of parking in a given area depends in part on the average parking duration; the shorter the parking duration, the greater the turnover of spaces. Parking duration across the Glebe was analyzed for both Bank Street and side street locations (refer to Table 6 and Figure 16). In general, a significant number of cars are parking for periods of a half hour or less, with most parking for less than an hour. This is particularly true for the paid spaces along Bank Street. Along the side streets, as may be expected, the parking duration tends to be longer due to the less restrictive time limits in certain areas. The side street results are also impacted by residential permit holders who may park on-street for extended periods. It is interesting to note that although the average parking duration on Bank Street increases on Sunday (when parking is free), people still tend to park for less time than the surrounding side streets. While parking fees do impact the parking duration on Bank Street, in absolute terms, the impact is small, with the average parking duration on Sunday only 1 minutes longer than on Thursday and Saturday. However, this small difference has a noticeable impact on occupancy levels, with less parking available on Sunday than on Saturday, even though both days represent weekend conditions. Additional graphs illustrating the parking duration can be found in Appendix G. Bank Street Side Streets Table 6 Average Parking Duration in the Glebe Average Parking Duration (minutes) Location Saturday Sunday Thursday North of Glebe Ave South of Glebe Ave Bank Street - Overall North of Glebe Ave South of Glebe Ave Side Streets - Overall Note: The parking duration results may be affected by the length of the survey period. In particular, since the Sunday survey was only 4 hours long, the actual parking duration may be longer than captured in the data.

39 Duration data for both parking lots is shown in Figure 19. At 17 Second Avenue, roughly 75% of people park for one hour or less, with some variation between days. 7 Interestingly, with free parking on Sunday, there are a number of people who park for longer than 2 hours (1%), but there are also many more people parking for shorter intervals. At 574 Bank Street, the impact of free Sunday parking is much more significant, with 38% of people parking for 4 hours or more. Monday - Thursday Parking Duration 9% 16% 28% 47% -3 min 31-6 min 61-9 min min >12 min Data Source: Pay & Display Data, April 211 Saturday Parking Duration 1% 16% 31% 43% -3 min 31-6 min 61-9 min min >12 min Monday - Thursday Parking Duration 4% 14% 19% 1% 1% 26% 36% -3 min 31-6 min 61-9 min min 2-3 hrs 3-4 hrs 4+ hours Data Source: Pay & Display Data, April 211 Saturday Parking Duration 1% 1% 21% 6% 27% 21% 23% -3 min 31-6 min 61-9 min min 2-3 hrs 3-4 hrs 4+ hours Data Source: Pay & Display Data, April 211 Sunday Parking Duration 8% 1% 13% 1% 59% -3 min 31-6 min 61-9 min min >12 min Data Source: License Plate Survey, April 212 (1 AM - 4 PM) Data Source: Pay & Display Data, April 211 Sunday Parking Duration 15% -3 min 31-6 min 38% 12% 61-9 min min 2-3 hrs 3-4 hrs 35% 4+ hours Data Source: License Plate Survey, June 212 (1 AM-4 PM) Figure 19 Duration Data for Municipal Lots in the Glebe 7 Duration data based on Pay & Display data is an estimate only, since people may purchase more time than they actually use, or conversely, they may park for longer than the ticket allows.

40 Existing Anticipated Change Future (net impact) Table 17 Projected Impacts of Future Parking Changes (Full Study Area) On-Street Off-Street Demand Supply Occupancy Rate 62% 37% Low High Low High Demand Supply Low High Low High Demand Supply Occupancy Rate 68% 77% 38% 4% Since current occupancy levels are highest in the area south of Glebe Avenue, a similar analysis was carried out focusing on the southern section of the study area, with the results shown below in Table 18. Table 18 Projected Impacts of Future Parking Changes (South of Glebe Avenue) Existing Anticipated Change Future (net impact) On-Street Off-Street Demand Supply Occupancy Rate 73% 57% Low High Low High Demand Supply Low High Low High Demand Supply Occupancy Rate 76% 86% 58% 61% If the maximum growth is achieved, the overall on-street occupancy rate for the area south of Glebe Avenue will exceed the 85% utilization threshold (i.e. the practical capacity), prompting the need for action Although off-street occupancy levels remain relatively low under both intensification scenarios, it is important to note that only some of the off-street supply is available for general public use.

41 Glebe Parking Garage Transportation Impact Study Appendix B Site Plan

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43 m 2m 4m 6m 8m 1m m 2m 4m 6m 8m 1m Architect of Record / Architecte Responsable: KEYPLAN / PLAN-CLÉ GLEBE PARKING STRUCTURE 17 SECOND AVE., OTTAWA, ONTARIO 1 LEVEL 1 A1 1 : 1 2 LEVEL 2 A1 1 : 1 Date No. Description Project Number / Numéro de Projet Drawn By / Dessinée Par: Checked By / Vérifiée Par: FIRST & SECOND FLOOR PLAN Scale / Échelle A1 1 : 1 16/9/213 2:58:31 PM

44 m 2m 4m 6m 8m 1m m 2m 4m 6m 8m 1m Architect of Record / Architecte Responsable: KEYPLAN / PLAN-CLÉ GLEBE PARKING STRUCTURE 17 SECOND AVE., OTTAWA, ONTARIO 1 LEVEL 3 A2 1 : 1 2 LEVEL 4 A2 1 : 1 Date No. Description Project Number / Numéro de Projet Drawn By / Dessinée Par: Checked By / Vérifiée Par: THIRD & FOURTH FLOOR Scale / Échelle A2 1 : 1 16/9/213 3::14 PM

45 Glebe Parking Garage Transportation Impact Study Appendix C Traffic Count Reports

46

47 Vehicular Turning Movements (15 Min. Volumes) All Vehicles BANK STREET and in Ottawa, ON Survey Date: Tuesday, 1 September 213 Performed By: GENIVAR Grey = Peak Hour BANK STREET BANK STREET Northbound Southbound Eastbound Westbound Time Period LT T RT SUB TOT LT T RT SUB TOT STR TOT LT T RT SUB TOT LT T RT SUB TOT STR TOT GRAND TOTAL 7:15 7: :3 7: :45 8: : 8: :15 8: :3 8: :45 9: : 9: :15 9: : 16: :15 16: :3 16: :45 17: : 17: :15 17: :3 17: :45 18: : 18: TOTAL Note: Volumes above include cars and heavy vehicles. They do not include bicycles. Cars include motorcycles, passenger cars, pick-up trucks (including "heavy-duty"), full-size vans (e.g. Econoline), and any of these with a trailer TM Count - Bank_Second Tue.xlsx Created 16/9/213 1/7

48 Vehicular Turning Movements (15 Min. Volumes) Heavy Vehicles BANK STREET and in Ottawa, ON Survey Date: Tuesday, 1 September 213 Performed By: GENIVAR BANK STREET BANK STREET Northbound Southbound Eastbound Westbound Time Period LT T RT SUB TOT LT T RT SUB TOT STR TOT LT T RT SUB TOT LT T RT SUB TOT STR TOT GRAND TOTAL 7:15 7: :3 7: :45 8: : 8: :15 8: :3 8: :45 9: : 9: :15 9: : 16: :15 16: :3 16: :45 17: : 17: :15 17: :3 17: :45 18: : 18: TOTAL Note: Heavy vehicles include buses and vehicles with more than 2 axles, with the exception of cars with trailers TM Count - Bank_Second Tue.xlsx Created 16/9/213 2/7

49 Vehicular Turning Movements (15 Min. Volumes) Bicycles BANK STREET and in Ottawa, ON Survey Date: Tuesday, 1 September 213 Performed By: GENIVAR BANK STREET BANK STREET Northbound Southbound Eastbound Westbound Time Period LT T RT SUB TOT LT T RT SUB TOT STR TOT LT T RT SUB TOT LT T RT SUB TOT STR TOT GRAND TOTAL 7:15 7: :3 7: :45 8: : 8: :15 8: :3 8: :45 9: : 9: :15 9: : 16: :15 16: :3 16: :45 17: : 17: :15 17: :3 17: :45 18: : 18: TOTAL TM Count - Bank_Second Tue.xlsx Created 16/9/213 3/7

50 Vehicular Turning Movements (15 Min. Volumes) Pedestrians BANK STREET and in Ottawa, ON Survey Date: Tuesday, 1 September 213 Performed By: GENIVAR BANK STREET BANK STREET Parallel Crossing Parallel Crossing Parallel Crossing Parallel Crossing Time Period East West STREET TOTAL South North STREET TOTAL GRAND TOTAL 7:15 7: :3 7: :45 8: : 8: :15 8: :3 8: :45 9: : 9: :15 9: : 16: :15 16: :3 16: :45 17: : 17: :15 17: :3 17: :45 18: : 18: TOTAL TM Count - Bank_Second Tue.xlsx Created 16/9/213 4/7

51 Vehicular Turning Movements All Vehicles and Pedestrians BANK STREET and in Ottawa, ON Survey Date: Tuesday, 1 September 213 Performed By: GENIVAR N Full Period (4.5 hours) BANK STREET BANK STREET BANK STREET BANK STREET Morning Peak (8:15 9:15) Afternoon Peak (16:45 17:45) BANK STREET BANK STREET BANK STREET BANK STREET Note: Volumes above include cars and heavy vehicles. They do not include bicycles. Cars include motorcycles, passenger cars, pick-up trucks (including "heavy-duty"), full-size vans (i.e. Econoline), and any of these with a trailer TM Count - Bank_Second Tue.xlsx 5/7

52 Vehicular Turning Movements Heavy Vehicles BANK STREET and in Ottawa, ON Survey Date: Tuesday, 1 September 213 Performed By: GENIVAR N Full Period (4.5 hours) BANK STREET BANK STREET BANK STREET BANK STREET Morning Peak (8:15 9:15) Afternoon Peak (16:45 17:45) BANK STREET BANK STREET BANK STREET BANK STREET Note: Heavy vehicles include buses and vehicles with more than 2 axles, with the exception of cars with trailers TM Count - Bank_Second Tue.xlsx 6/7

53 Vehicular Turning Movements Bicycles BANK STREET and in Ottawa, ON Survey Date: Tuesday, 1 September 213 Performed By: GENIVAR N Full Period (4.5 hours) BANK STREET BANK STREET BANK STREET BANK STREET Morning Peak (8:15 9:15) Afternoon Peak (16:45 17:45) BANK STREET BANK STREET BANK STREET BANK STREET TM Count - Bank_Second Tue.xlsx 7/7

54

55 Vehicular Turning Movements (15 Min. Volumes) All Vehicles BANK STREET and in Ottawa, ON Survey Date: Saturday, 14 September 213 Performed By: GENIVAR Grey = Peak Hour BANK STREET BANK STREET Northbound Southbound Eastbound Westbound Time Period LT T RT SUB TOT LT T RT SUB TOT STR TOT LT T RT SUB TOT LT T RT SUB TOT STR TOT GRAND TOTAL 11: 11: :15 11: :3 11: :45 12: : 12: :15 12: :3 12: :45 13: : 13: :15 13: :3 13: :45 14: : 14: :15 14: :3 14: :45 15: TOTAL Note: Volumes above include cars and heavy vehicles. They do not include bicycles. Cars include motorcycles, passenger cars, pick-up trucks (including "heavy-duty"), full-size vans (e.g. Econoline), and any of these with a trailer TM Count - Bank_Second Sat.xlsx Created 16/9/213 1/7

56 Vehicular Turning Movements (15 Min. Volumes) Heavy Vehicles BANK STREET and in Ottawa, ON Survey Date: Saturday, 14 September 213 Performed By: GENIVAR BANK STREET BANK STREET Northbound Southbound Eastbound Westbound Time Period LT T RT SUB TOT LT T RT SUB TOT STR TOT LT T RT SUB TOT LT T RT SUB TOT STR TOT GRAND TOTAL 11: 11: :15 11: :3 11: :45 12: : 12: :15 12: :3 12: :45 13: : 13: :15 13: :3 13: :45 14: : 14: :15 14: :3 14: :45 15: TOTAL Note: Heavy vehicles include buses and vehicles with more than 2 axles, with the exception of cars with trailers TM Count - Bank_Second Sat.xlsx Created 16/9/213 2/7

57 Vehicular Turning Movements (15 Min. Volumes) Bicycles BANK STREET and in Ottawa, ON Survey Date: Saturday, 14 September 213 Performed By: GENIVAR BANK STREET BANK STREET Northbound Southbound Eastbound Westbound Time Period LT T RT SUB TOT LT T RT SUB TOT STR TOT LT T RT SUB TOT LT T RT SUB TOT STR TOT GRAND TOTAL 11: 11: :15 11: :3 11: :45 12: : 12: :15 12: :3 12: :45 13: : 13: :15 13: :3 13: :45 14: : 14: :15 14: :3 14: :45 15: TOTAL TM Count - Bank_Second Sat.xlsx Created 16/9/213 3/7

58 Vehicular Turning Movements (15 Min. Volumes) Pedestrians BANK STREET and in Ottawa, ON Survey Date: Saturday, 14 September 213 Performed By: GENIVAR BANK STREET BANK STREET Parallel Crossing Parallel Crossing Parallel Crossing Parallel Crossing Time Period East West STREET TOTAL South North STREET TOTAL GRAND TOTAL 11: 11: :15 11: :3 11: :45 12: : 12: :15 12: :3 12: :45 13: : 13: :15 13: :3 13: :45 14: : 14: :15 14: :3 14: :45 15: TOTAL TM Count - Bank_Second Sat.xlsx Created 16/9/213 4/7

59 Vehicular Turning Movements All Vehicles and Pedestrians BANK STREET and in Ottawa, ON Survey Date: Saturday, 14 September 213 Performed By: GENIVAR N Full Period (4 hours) Saturday Peak (12:15 13:15) BANK STREET BANK STREET BANK STREET BANK STREET Note: Volumes above include cars and heavy vehicles. They do not include bicycles. Cars include motorcycles, passenger cars, pick-up trucks (including "heavy-duty"), full-size vans (i.e. Econoline), and any of these with a trailer TM Count - Bank_Second Sat.xlsx 5/7

60 Vehicular Turning Movements Heavy Vehicles BANK STREET and in Ottawa, ON Survey Date: Saturday, 14 September 213 Performed By: GENIVAR N Full Period (4 hours) Saturday Peak (12:15 13:15) BANK STREET BANK STREET BANK STREET BANK STREET Note: Heavy vehicles include buses and vehicles with more than 2 axles, with the exception of cars with trailers TM Count - Bank_Second Sat.xlsx 6/7