Place Vanier 250 Montreal Road Transportation Impact Study Addendum. Prepared for Broccolini Construction September 20 th, 2012

Transcription

1 Update for the May 31 st, 2012 Traffic Impact Study Prepared for Broccolini Construction September 20 th, Queensview Drive, Suite 300, Ottawa, Ontario CANADA K2B 8K2 Telephone: ~ Fax: ~

2 Table of Contents 1.0 INTRODUCTION SITE PLAN UPDATE AND BUILD-OUT CONTEXT CHANGES IN FORECAST FUTURE TRAFFIC CONDITIONS TRIP GENERATION TRAFFIC DISTRIBUTION AND ASSIGNMENT TOTAL TRAFFIC CONDITIONS CONCLUSIONS DESCRIPTION OF PLACE VANIER DEVELOPMENT SITE ACCESS CHANGES IN TRAFFIC GENERATION TRANSPORTATION SYSTEM IMPACTS RECOMMENDATIONS... 7 List of Figures Figure 1 Study Area... 1 Figure 2 Site Plan (Amendment)... 2 Figure 3 New Parking Trips... 4 Figure 4 Total Future Conditions (2012)... 5 Figure 5 Ultimate Future Conditions (2017)... 6 List of Tables Table 1 Parking Trip Generation... 3 Table 2 Intersection Capacity Analysis... 5 Appendix A Appendix B List of Appendices Traffic Generation... A Detailed Synchro Worksheets... B i

3 1.0 INTRODUCTION This document is an addendum to the May 31 st, 2012 Traffic Impact Study (TIS) submitted by GENIVAR for the proposed commercial development located at 250 Montreal Road. The addendum will serve to identify the changes to the site from a transportation perspective as required to support the application of the site plan amendment. 2.0 SITE PLAN UPDATE AND BUILD-OUT CONTEXT The site is located on the south west quadrant of the Montreal Road and Begin Street intersection in the Vanier Community. The original site plan included 2 levels of underground parking with 172 stalls and the use of the existing outdoor lot of 30 stalls for a total of 202 total parking stalls for the site. This met the City of Ottawa by-law requirement for 200 parking stalls for this site. Figure 1 illustrates the study area. Figure 1 Study Area The proposed site plan amendment proposes to reduce the underground parking to one floor with 103 stalls and the addition of a rear parking parkade with 150 parking stalls for a total of 253 parking stalls. The new 5 storey parking structure will replace the existing outdoor parking lot. The revised site plan is illustrated in Figure

4 Figure 2 Site Plan (Amendment)

5 3.0 CHANGES IN FORECAST FUTURE TRAFFIC CONDITIONS The site plan amendment proposes the construction of the full parking parkade, at the rear of the site, instead of a second level of underground parking presented in the previous iteration of the site plan. The changes to the parking configuration in the site amendment have resulted in an additional 51 parking stalls being added to the site. It has been requested by City Staff to identify the potential impact that these additional parking stalls may have on the area, for example, if they are privately leased or designated as public pay parking. While it is not anticipated that the additional stalls will be used in this manner, an analysis was undertaken to determine the potential traffic impacts should this occur. The following subsections describe the methodology, trip generation and potential impacts of the additional parking stalls. 3.1 Trip Generation To understand the usage characteristics of the area, a survey of the existing parking lot during the peak periods was conducted on September 18 th and 19 th, The parking lot has pin curbs to designate each parking stall with the pavement markings faded to such a point that they are not distinguishable. The parking lot is split into two sides, with an approximate count of 45 available stalls. The survey counted 19 cars within the parking lot at the end of the AM Peak period and 12 cars prior to the PM Peak period. The resulting utilization of the parking lot during the peak periods was 42% during the AM peak period and 27% during the PM peak period. Using the existing Begin Street turning movement counts, these were converted into peak hour trips using a percent distribution over the time periods of 7:15 to 9:15 AM and 3:15 to 5:15 PM. The peak hour was selected from the Begin Street peak hour (8 to 9 AM and 3:45 to 4:45 PM), with 17 trips bound for the parking lot in the AM peak (13 inbound and 4 outbound) and 19 trips bound for the parking lot in the PM peak (10 inbound and 9 outbound). Table 1 summarizes the total trips and the generation data is shown in Appendix A. Site Existing Site 45 Proposed Additional Site Parking Stalls Peak Period Table 1 Parking Trip Generation Parking Characteristics Stalls Utilization 42% AM 27% PM 53 - Existing Parking Lot Proposed Additional Site Parking Stalls Inbound Outbound Inbound Outbound AM Peak PM Peak Traffic Distribution and Assignment The distribution applied to the potential new parking trips is consistent with the distribution outlined in the May 31 st, 2012 TIS for 250 Montreal Road. Figure 3 illustrates the assignment of the parking trips to the Montreal Road and Begin Street intersection

6 Figure 3 New Parking Trips 3.3 Total Traffic Conditions The assessment of the future condition horizons was analyzed using the methodologies of the Highway Capacity Manual, 2000 edition, and facilitated using the Synchro 8.0 software package. The resulting findings are an update over the Synchro 6.0 software used in the original TIS. Table 2 provides a summary of the intersection operations for the total future 2012 and ultimate future 2017 horizons. Figure 4 and Figure 5 illustrate the anticipated total future 2012 and ultimate future 2017 peak hour traffic volumes. The comparison of the 2012 and 2017 horizons shows an increase in the delay experienced on the northbound approach as a result of the growth assumed in the original TIS dated May 31 st, The detailed Synchro worksheets are provided in Appendix B

7 Intersection Montreal Road & Begin Street Intersection Montreal Road & Begin Street Table 2 Intersection Capacity Analysis Total Future Conditions 2012 Peak Hour Intersection Operation LOS ii Delay (seconds) Critical Lane Group iii AM C 17.6 NBL-R PM C 22.1 NBL-R Ultimate Future Conditions 2017 Peak Hour Intersection Operation LOS ii Delay (seconds) Critical Lane Group iii AM C 21.0 NBL-R PM D 26.7 NBL-R i. Overall V/C Ratio HCM Volume to capacity ratio. Volume to Capacity Ratio (V/C) - compares intersection approach volumes with approach capacity ( half capacity, at capacity). ii. Overall Level of Service (LOS) Intersection Performance Rating (A excellent conditions, F congested conditions). iii Critical Lane Group for Level of Service indicates the movement at the intersection referenced. Figure 4 Total Future Conditions (2012)

8 Figure 5 Ultimate Future Conditions (2017) 4.0 CONCLUSIONS 4.1 Description of Place Vanier Development The Place Vanier development, located at 250 Montreal Road, will consist of approximately 90,670 square feet of general office space (including a café and restaurant) and 8,600 square feet of commercial space for a bank. The building will front directly onto Montreal Road, integrating with the mainstreet design principles for the area with the parking access situated on Begin Street. The site will provide a total of 253 parking stalls; 103 stalls underground and 150 stalls in the rear parkade. The site plan amendment will provide a total of 253 parking stalls, an increase of 51 stalls from the previous iteration of the proposed site. 4.2 Site Access The site plan amendment will create a new site access on Levis Avenue, approximately 20 metres west of the Levis Avenue and Begin Street intersection. The underground parking access will remain along Begin Street. Trips currently assigned to Levis Avenue may access the site through this new parking parkade access, and it is not anticipated that site trips will be diverted from the access on Begin Street. 4.3 Changes in Traffic Generation The overall parking provided in the site plan amendment will ultimately provide an additional 53 parking stalls beyond the minimum 200 stalls required for the site (as per City parking by-law). Under the assumption that these additional stalls will not be kept vacant and potentially leased or converted to pay parking, a trip generation exercise was undertaken to determine the additional trips that may occur

9 The traffic expected to be generated by the additional stalls was forecasted to be 17 new trips in the AM peak (13 inbound and 4 outbound) and 19 new trips in the PM peak (10 inbound and 9 outbound). 4.4 Transportation System Impacts The existing road network and intersection of Montreal Road and Begin Street will accommodate the potential traffic generated by the site at a satisfactory level of service for the 2012 and 2017 ultimate horizons. No infrastructure improvements are required. 4.5 Recommendations The recommendations presented in the May 31 st, 2012 TIS Report are still valid and should be taken under consideration by the City. No additional recommendations are proposed from the changes in the site plan amendment. Conclusion From a transportation impact perspective, the proposed site plan amendment for the Place Vanier development at 250 Montreal Road should be permitted to proceed. Angelo Renon, P.Eng Director Transportation Detailed Design Andrew Harte, E.I.T. Junior Transportation Engineer

10 APPENDIX A TRAFFIC GENERATION A

11 Begin Street Traffic Counts Project: 250 Montreal Road Date: Tuesday December 13, 2011 AM PEAK Eastbound Northbound Westbound Eastbound Northbound Westbound Time Through Right Left Right Through Left Time Through Right Left Right Through Left 7:15 7: :15 8: :30 7: :30 8: :45 8: :45 8: :00 8: :00 9: :15 8: :15 9: :30 8: :45 9: :00 9: PM Eastbound Northbound Westbound Eastbound Northbound Westbound Time Through Right Left Right Through Left Time Through Right Left Right Through Left 3:15 3: :15 4: :30 3: :30 4: :45 4: :45 4: :00 4: :00 5: :15 4: :15 5: :30 4: :45 5: :00 5:

12 Figure 9 Trip Distribution from Place Vanier 250 Montreal Road Transportation Impact Study Update, May 31, 2012 Legend: Inbound Outbound

13 Place Vanier 250 Montreal Road Date: 20 Sep 12 Begin Distribution (Dec 13, 2011) Time Inbound Outbound % In % Out 7:15 7: % 10% 7:30 7: % 26% 7:45 8: % 5% 8:00 8: % 3% 8:15 8: % 10% 8:30 8: % 15% 8:45 9: % 13% 9:00 9: % 18% Total :15 3: % 18% 3:30 3: % 15% 3:45 4: % 13% 4:00 4: % 12% 4:15 4: % 11% 4:30 4: % 11% 4:45 5: % 10% 5:00 5: % 10% Total Note 1 % In / Out of total inbound / outbond traffic Note 2 Peak Hour Parking Survey Occupancy Estimated Capacity Utilization Notes AM % (end of AM Peak Sept ) PM % (beginning of PM Peak Sept ) Estimated Peak Hour Existing Parking Lot Volumes Inbound Outbound AM 11 3 PM 9 6 Note 1 Inbound / Outbound Percentages from Begin St applied to parking lot occupancy Projected Peak Hour Additional Parking Stall Volumes Inbound Outbound AM 13 4 PM 10 9 Note 1 Ratio of existing parking volumes applied to the 53 additional stalls

14 APPENDIX B DETAILED SYNCHRO WORKSHEETS B

15 HCM Unsignalized Intersection Capacity Analysis 4: Begin Street & Montreal Road 9/19/2012 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A C Approach Delay (s) Approach LOS C Intersection Summary Average Delay 1.5 Intersection Capacity Utilization 78.1% ICU Level of Service D Analysis Period (min) 60 Place Vanier Montreal Road 5/31/ AM Total Future Traffic Synchro 8 Report AH Page 1 HCM Unsignalized Intersection Capacity Analysis 4: Begin Street & Montreal Road 9/19/2012 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A C Approach Delay (s) Approach LOS C Intersection Summary Average Delay 2.0 Intersection Capacity Utilization 73.0% ICU Level of Service D Analysis Period (min) 60 Place Vanier Montreal Road 5/31/ PM Total Future Traffic Synchro 8 Report AH Page 1

16 HCM Unsignalized Intersection Capacity Analysis 4: Begin Street & Montreal Road 9/19/2012 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 EB 2 WB 1 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A C Approach Delay (s) Approach LOS C Intersection Summary Average Delay 1.6 Intersection Capacity Utilization 83.9% ICU Level of Service E Analysis Period (min) 60 Place Vanier Montreal Road 5/31/ AM Ultimate Total Traffic Synchro 8 Report AH Page 1 HCM Unsignalized Intersection Capacity Analysis 4: Begin Street & Montreal Road 9/19/2012 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Volume (veh/h) Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (m) Walking Speed (m/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (m) px, platoon unblocked vc, conflicting volume vc1, stage 1 conf vol vc2, stage 2 conf vol vcu, unblocked vol tc, single (s) tc, 2 stage (s) tf (s) p0 queue free % cm capacity (veh/h) Direction, Lane # EB 1 WB 1 WB 2 NB 1 Volume Total Volume Left Volume Right csh Volume to Capacity Queue Length 95th (m) Control Delay (s) Lane LOS A D Approach Delay (s) Approach LOS D Intersection Summary Average Delay 2.2 Intersection Capacity Utilization 77.0% ICU Level of Service D Analysis Period (min) 60 Place Vanier Montreal Road 5/31/ PM Ultimate Total Traffic Synchro 8 Report AH Page 1