FAIRFIELD INN & SUITES HOTEL 135 THAD JOHNSON PRIVATE OTTAWA TRANSPORTATION BRIEF. Prepared for:

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1 FAIRFIELD INN & SUITES HOTEL 135 THAD JOHNSON PRIVATE OTTAWA TRANSPORTATION BRIEF Prepared for: Bona Building & Management Co. Ltd. Place Vanier, 333 North River Road Vanier, Ontario K1L 8B9 August 12, Report_1.doc D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 Tel (613) Fax (613)

2 TABLE OF CONTENTS PAGE 1. INTRODUCTION Purpose and Scope of Work EXISTING ROADS AND INTERSECTIONS PROPOSED FAIRFIELD INN & SUITES HOTEL Trip Generation TRANSPORTATION IMPACT Background Traffic Volumes Total Traffic Volumes Traffic Analysis Transportation Demand Management (TDM) FINDINGS AND RECOMMENDATIONS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN ROADWAY LANE ARRANGEMENT WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN PEAK AM AND PM HOUR SITE GENERATED TRIPS PEAK AM AND PM HOUR BACKGROUND TRAFFIC PEAK AM AND PM HOUR BACKGROUND TRAFFIC PEAK AM AND PM HOUR TOTAL TRAFFIC PEAK AM AND PM HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 TRIP GENERATION RATES SITE GENERATED TRIPS FAIRFIELD INN & SUITES ACCESS/THAD JOHNSON LoS & 95 th Percentile Queue ALERT/THAD JOHNSON LoS & 95 th Percentile Queue ALERT/UPLANDS (LESTER) LoS and Volume/Capacity (v/c) COLLISION SUMMARY UPLANDS/AIRPORT PARKWAY LoS and Volume/Capacity (v/c)... 19

3 FAIRFIELD INN & SUITES HOTEL 135 THAD JOHNSON PRIVATE OTTAWA TRANSPORTATION BRIEF 1. INTRODUCTION Marriott has proposed the development of a 1.50 hectare (3.707 acre) parcel of land located in the Gloucester (Airport) Industrial Park which borders the Macdonald-Cartier Ottawa International Airport. The site has a municipal address of 135 Thad Johnson Private and is proposed as the Fairfield Inn & Suites hotel. The east limit of the hotel site will be located adjacent to the existing Hilton Garden Inn hotel, with other development in the industrial park mainly related to the airport and associated activities. Figure 1.1 shows the location of the site for the proposed hotel. The Fairfield Inn & Suites is proposed as an eight storey building and will contain 232 guest rooms. The site will have access from Thad Johnson Private along an existing access road on Ottawa International Airport Authority lands. The access road provides access to a private parking lot bordering the north side of Thad Johnson Private, and also provides a secondary access to the existing Hilton Garden Inn hotel which was constructed in As part of the Site Plan Application, City of Ottawa staff has requested that a traffic assessment report be prepared which would examine the impact of the expected site generated trips from the Fairfield Inn & Suites hotel on the adjacent roads. The firm of D. J. Halpenny & Associates Ltd. has been retained by Bona Building & Management Co. Ltd., the project management company, to prepare a Transportation Impact Assessment report for the project. 1.1 Purpose and Scope of Work The purpose of the Transportation Impact Assessment will be to examine the roads and intersections within the study area, and to determine the impact of the site generated trips from the proposed Fairfield Inn & Suites hotel. The study area will comprise of the examination of the site access from Thad Johnson Private, the Alert/Thad Johnson intersection, Alert/Uplands intersection, and the Uplands/Airport Parkway southbound off ramp intersection. Due to the volume of expected site generated trips, the assessment will comprise of a report as documented in the City of Ottawa Transportation Impact Assessment Guidelines, October The clientele of the Fairfield Inn & Suites hotel are expected to typically comprise of business people who want to be close to the airport. Due to the location of the hotel and type of clientele, the peak hour traffic from the hotel is expected to peak during the weekday peak AM and PM hours of the adjacent roads.

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 The analysis years will be at the completion of the hotel construction in 2016, and five years beyond completion at the year The analysis will examine the operation of the proposed site entrance from Thad Johnson Private, the Alert/Thad Johnson intersection, the Alert/Uplands intersection, and the Uplands/Airport Parkway southbound off ramp intersection. The report will follow the City of Ottawa guidelines for the preparation of a. 2. EXISTING ROADS AND INTERSECTIONS The Fairfield Inn & Suites hotel is located at 135 Thad Johnson Private. Thad Johnson Private is a two lane east-west municipal local road with a posted speed limit of 40 km./h. The road is the entrance to the Gloucester (Airport) Industrial Park. The road has no exit and terminates at a culde-sac at the west limit of the road. The road has a rural cross section with no sidewalks. East of the site is Alert Road which is a two lane north-south rural local road with a posted speed limit of 60 km./h. There are no sidewalks along the road. North of the site is Uplands Drive, which changes to Lester Road east of Alert Road. Both Uplands Drive and Lester Road are east-west arterial roads. The roads have a posted speed limit of 60 km./h. Uplands Drive and Lester Road have one westbound lane and two eastbound lanes in the vicinity of the site. There are no sidewalks along Uplands Drive or Lester Road. There are no cycling lanes along the road, but cycling pockets are constructed adjacent to turning lanes at intersections. The intersection of Alert Road and Thad Johnson Private is a T intersection with Alert Road forming the northbound and southbound intersection approaches, and Thad Johnson Private the eastbound stop controlled approach. There are no exclusive turn lanes at the intersection. The intersection of Uplands Drive and Alert Road is controlled by traffic signals with Uplands Drive forming the eastbound approach, Lester Road the westbound approach, Alert Road the northbound approach, and the northbound Airport Parkway on/off ramps the southbound approach. Figure 2.1 shows the lane movements within the study area. The lane configuration for the Alert/Uplands intersection is as follows: Northbound Alert Road Approach - Southbound Airport Pkwy Approach - Eastbound Uplands Drive Approach - Westbound Lester Road Approach - One left turn lane One shared through/right lane One left turn lane One through lane One channelized right turn lane One left turn lane One through lane One shared through/right lane One left turn lane One through lane One right turn lane

6 4 FIGURE 2.1 ROADWAY LANE ARRANGEMENT

7 5 The intersection of Uplands Drive and the southbound Airport Parkway off ramp is located approximately 200 meters west of the Alert/Uplands intersection. The intersection is controlled by traffic signals with Uplands Drive forming the eastbound and westbound approaches and the Airport Parkway off ramp the southbound approach. The following is the lane configuration for the intersection which is also shown in Figure 2.1: Southbound Airport Pkwy Approach - Eastbound Uplands Drive Approach - Westbound Uplands Drive Approach - Two left turn lanes One channelized right turn lane Two through lanes One through lane Figure 2.2 shows the most recent 2012 weekday peak AM and PM hour traffic counts obtained from the City of Ottawa at the Uplands/Alert and Uplands/Airport SB off ramp intersections, and the 2015 traffic counts taken by the consultant at the Thad Johnson/Alert and Thad Johnson/Site Access intersections. 3. PROPOSED FAIRFIELD INN & SUITES HOTEL The proposed Fairfield Inn & Suites hotel will be an eight storey hotel located at the northeast limit of the Macdonald-Cartier Ottawa International Airport in the Gloucester (Airport) Industrial Park. The hotel will contain 232 guest rooms of which 85 rooms will be suites. The hotel will have a restaurant and a couple of small meeting rooms. The site will provide 269 parking spaces of which 3 are barrier free spaces. Two bicycle racks are provided which will have the capacity to store 18 bikes. Figure 3.1 shows a conceptual site plan of the hotel. The hotel will have one access point onto Thad Johnson Private. The access will be through Ottawa International Airport Authority lands which provide access to a private parking lot for the airport. The parking lot is located between the south limit of the site and Thad Johnson Private. The access road is also used by the Hilton Garden Inn hotel as a secondary entrance to the site and the only exit from the site (the Hilton access on Alert Road is signed as Entrance ). The Fairfield Inn & Suites land is currently vacant and is 1.50 hectare (3.707 acre) in size. The land is zoned T1A Sub Zone Macdonald Cartier International Airport which will support the construction of the proposed hotel. The lands surrounding the site are mainly commercial, with the NRC Centre for Surface Transportation Technology along the east side of Alert Road, and the Gloucester (Airport) Industrial Park to the south which includes the First Air Freight and Federal Express facilities. The hotel is expected to be completed by the year Trip Generation The hotel would comprise of 232 rooms with a restaurant and a couple of small meeting rooms. The site generated trips were determined using the Institute of Transportation Engineers (ITE) document, Trip Generation, 9 th Edition. The analysis used the All Suites Hotel land use, ITE Land Use Code 311 and the average trip rate to calculate the trips for the weekday peak AM and PM hour based on a hotel with 232 occupied rooms (full occupancy). Table 3.1 shows the trip rates used in the analysis.

8 6 FIGURE 2.2 WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS

9 7 FIGURE 3.1 CONCEPTUAL SITE PLAN

10 8 TABLE 3.1 TRIP GENERATION RATES LAND USE TRIP GENERATION RATE Peak AM Hr. Peak PM Hr. All Suites Hotel (ITE Land Use Code 311) 0.48 T/Occupied Room 0.55 T/Occupied Room The trips generation rates from Table 3.1 were applied to the 232 room hotel, with the expected site generated trips shown in Table 3.2. TABLE 3.2 SITE GENERATED TRIPS LAND USE WEEKDAY PEAK AM HOUR WEEKDAY PEAK PM HOUR Total Enter Exit Total Enter Exit Fairfield Inn & Suites (67%) 37 (33%) (42%) 74 (58%) Since most of the hotel clientele arrive by car, shuttle or taxi from the airport, the study has not assigned any trip reduction associated with trips using public transit. The Fairfield Inn & Suites is located in close proximity to the Macdonald-Cartier Ottawa International Airport. The type of clientele of the hotel is mainly business men and women who want accessibility to the airport, commercial businesses, and access to the downtown area. The distribution of site generated trips was therefore established by examining the volume of traffic from the 2012 traffic counts, the location of commercial districts, and accessibility to roads which lead to/from the downtown area and commercial districts. The study has assumed the following distribution of traffic: To/From the Airport 40% To/From Uplands Drive 20% To/From Lester Road 20% To/From Airport Parkway 20% The study has distributed the expected additional hotel trips presented in Table 3.2 to the above distribution. The weekday peak AM and PM hour site generated trips are shown in Figure 3.2.

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

12 10 4. TRANSPORTATION IMPACT The study will examine the operation of the hotel entrance and surrounding intersections using the Highway Capacity Software, which utilizes the intersection capacity analysis procedure as documented in the 2010 Highway Capacity Manual. For unsignalized intersections, the level of service of each lane movement is determined as a function of the delay of vehicles at the approach. The following relates the level of service of each lane movement with the expected delay at the approach. LEVEL OF SERVICE DELAY Level of Service A 0-10 sec./vehicle Little or No Delay Level of Service B >10-15 sec./vehicle Short Traffic Delays Level of Service C >15-25 sec./vehicle Average Traffic Delays Level of Service D >25-35 sec./vehicle Long Traffic Delays Level of Service E >35-50 sec./vehicle Very Long Traffic Delays Level of Service F >50 sec./vehicle Extreme Delays - Demand Exceeds Capacity The expected length of queue at the critical lane movements for an unsignalized intersection was determined by the calculation of the 95 th percentile queue at the lane approach. The 95 th percentile queue length is the calculated 95 th greatest queue length out of 100 occurrences at a movement during a 15-minute peak period. The 95 th percentile queue length is a function of the capacity of a movement and the total expected traffic, with the calculated value determining the magnitude of the queue by representing the queue length as fractions of vehicles. For a signalized intersection, the operation or level of service of an intersection is determined from the volume to capacity ratio (v/c) for each lane movement as documented by the City of Ottawa in the Transportation Impact Study Assessment Guidelines, October The following relates the level of service with the volume to capacity ratio at each lane movement. LEVEL OF SERVICE VOLUME TO CAPACITY RATIO Level of Service A 0 to 0.60 Level of Service B 0.61 to 0.70 Level of Service C 0.71 to 0.80 Level of Service D 0.81 to 0.90 Level of Service E 0.91 to 1.00 Level of Service F > Background Traffic Volumes The background traffic volumes represent traffic along the surrounding roads which are not associated with the proposed Fairfield Inn & Suites hotel. The future background traffic volumes were determined for the expected completion of the hotel at the year 2016, and at the year 2021 which represents five years beyond completion. The surrounding area of the site has not experience much new development with the exception of the EY Centre which was opened in Much of the traffic growth along Uplands Drive and Lester Road will be the result of traffic from development south and east of the site as shown in

13 11 the City of Ottawa Official Plan. Traffic along Alert Road and Thad Johnson Private would essentially remain the same unless new development was to take place. To estimate the growth in background traffic, the study has examined historical traffic counts taken by the City of Ottawa at the intersection of Alert Road and Uplands Drive. The counts taken on July 27, 2000 and August 22, 2012 determined that the annual growth in traffic was approximately 2.65 percent. The study has assumed an annual growth of 2.5 percent for the traffic along Uplands Drive, Lester Road and the on/off ramps of the Airport Parkway. The background traffic along Alert Road and Thad Johnson Private were increased at an annual rate of 1 percent due to little potential for development. The following are the growth factors for the background traffic which were applied to the 2012 and 2015 traffic counts presented in Figure 2.1: To 2016 To Counts at 2.5 % annual growth Counts at 1.0 % annual growth Counts at 1.0 % annual growth Figure 4.1 shows the expected year 2016 background traffic volumes for the weekday peak AM and PM hours, and Figure 4.2 the year 2021 peak hour background traffic volumes. 4.2 Total Traffic Volumes The total future peak hour traffic volumes including the expected trips from the hotel were determined by the sum of the background traffic volumes (Figure 4.1 for the 2016 volumes and Figure 4.2 for the 2021 volumes) and the expected site generated trips (Figure 3.2). The result would be the expected total 2016 weekday peak AM and PM hour traffic volumes shown in Figure 4.3, and the total 2021 total traffic volumes shown in Figure Traffic Analysis The traffic analysis has been performed for the existing weekday peak AM and PM hour traffic counts and for the expected traffic volumes during the peak hours at the completion of the Fairfield Inn & Suites in 2016, and at the year 2021 which represents five years beyond the completion of the hotel. The has examined the operation of the intersections listed below which will be discussed in detail in the following sections: Hotel Entrance from Thad Johnson Private Alert Road and Thad Johnson Private Alert Road and Uplands Drive (Lester Road) Uplands Drive and Airport Parkway Southbound Off Ramp

14 12 FIGURE PEAK AM AND PM HOUR BACKGROUND TRAFFIC

15 13 FIGURE PEAK AM AND PM HOUR BACKGROUND TRAFFIC

16 14 FIGURE PEAK AM AND PM HOUR TOTAL TRAFFIC

17 15 FIGURE PEAK AM AND PM HOUR TOTAL TRAFFIC

18 16 Fairfield Inn & Suites Access and Thad Johnson Private Intersection The access to the Fairfield Inn & Suites will be along a road through the Ottawa International Airport Authority lands which provide access to a private parking lot adjacent to Thad Johnson Private. The road currently provides access to both the airport parking lot and the Hilton Garden Inn hotel. The access road is approximately 7 m in width and provides one lane entering and one lane exiting. There are no exclusive turn lanes at the intersection. The intersection is located approximately 175 m west of the Alert/Thad Johnson intersection. Private driveways are located along the south side of Thad Johnson Private with the First Air driveway approximately 55 m east of the hotel access and Federal Express approximately 65 m west of the access. The operational analysis using the 2015 traffic counts which include the airport parking lot trips and Hilton Garden Inn trips determined that both the eastbound Thad Johnson shared left/through movement and southbound left/right turn hotel access movement functioned at a Level of Service (LoS) A during both the peak AM and PM hours. Table 4.1 summarizes the operation of the intersection with the operational analysis sheets provided in the Appendix as Exhibit 1 for the 2015 peak AM hour and Exhibit 2 for the peak PM hour traffic. TABLE 4.1 FAIRFIELD INN & SUITES ACCESS/THAD JOHNSON LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HR. YEAR (2021) WEEKDAY PEAK PM HR. YEAR (2021) LoS Q 95 (Veh.) LoS Q 95 (Veh.) EB Left/Through Thad Johnson A A (A) (0.00) A A (A) (0.00) SB Left/ Fairfield Inn & Suites Access A A (A) (0.25) A A (A) (0.51) For the expected traffic at the intersection at the years 2016 and 2021 which include the Fairfield Inn & Suites trips, all movements at the intersection were determined to continue to function at a LoS A during both the peak AM and PM hours. At the year 2021 the southbound access left/right turn movement was determined to experience a 95 th percentile queue of 0.51 vehicles during the peak PM hour, and the eastbound Thad Johnson left/through movement a queue of 0.00 vehicles. Table 4.1 summarizes the 2016 and 2021 operation of the intersection with the analysis sheets provides as Exhibit 3 to 6. There would be no requirement for modification to the access road or interaction due to the expected trips from the Fairfield Inn & Suites hotel. Alert Road and Thad Johnson Private Intersection The Alert/Thad Johnson intersection is a T intersection with the Alert Road approach forming the northbound and southbound approaches, and the Thad Johnson Private approach forming the

19 17 stop controlled eastbound approach. All trips to/from the hotel would be between the site access and Uplands Drive. Using the existing 2015 counts (not including the proposed hotel trips), the intersection currently functions at a LoS A at all approaches during the peak AM and PM hours. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided in the Appendix as Exhibit 7 for the peak AM hour and Exhibit 8 for the peak PM hour. TABLE 4.2 ALERT/THAD JOHNSON LoS & 95 th Percentile Queue Intersection Approach WEEKDAY PEAK AM HR. YEAR (2021) WEEKDAY PEAK PM HR. YEAR (2021) LoS Q 95 (Veh.) LoS Q 95 (Veh.) NB Left/Through Alert A A (A) (0.01) A A (A) (0.01) EB Left/ Thad Johnson A B (B) (1.10) A B (B) (1.10) At the year 2016 following the completion of the Fairfield Inn & Suites, the northbound Alert left/through movement would function at a LoS A and the eastbound Thad Johnson left/right movement at a LoS B during both the peak AM and PM hours. Table 4.2 summarizes the 2016 operation of the intersection with Exhibit 9 and Exhibit 10 presenting the analysis. At the year 2021 all approaches would continue to function at the same level of service with the northbound Alert left/through movement functioning at a LoS A and the eastbound Thad Johnson left/right movement at a LoS B during both the peak AM and PM hours. During the peak PM hour the northbound Alert Road approach would experience a 95 th percentile queue of 0.01 vehicles and the eastbound Thad Johnson Private approach a 1.10 vehicle queue. Table 4.2 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 11 for the peak AM hour and Exhibit 12 for the peak PM hour. There would be no requirement for modification to the Alert/Thad Johnson intersection due to the expected trips from the Fairfield Inn & Suites hotel. Alert Road and Uplands Drive Intersection The intersection of Alert Road and Uplands Drive is controlled by traffic signals. Uplands Drive forms the eastbound approach, Lester Road the westbound approach, Alert Road the northbound approach, and the northbound Airport Parkway on/off ramps the southbound approach. Using the 2012 traffic counts and traffic signal timing plan obtained from the City of Ottawa, all approaches to the intersection functioned at a LoS A during the peak AM and PM hours. Table 4.3 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 13 and Exhibit 14.

20 18 TABLE 4.3 ALERT/UPLANDS (LESTER) LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HR. YEAR (2021) WEEKDAY PEAK PM HR. YEAR (2021) LoS v/c LoS v/c EB Left Uplands A A (A) (0.08) A A (A) (0.09) EB Through/ Uplands A A (A) (0.26) A A (A) (0.50) WB Left Lester A A (A) (0.29) A A (A) (0.37) WB Through Lester A A (B) (0.63) A A (A) (0.35) WB Lester A A (B) (0.69) A A (A) (0.23) NB Left Alert A A (A) (0.21) A A (A) (0.35) NB Through/ Alert A A (A) (0.17) A A (A) (0.40) SB Left Airport Parkway A A (A) (0.12) A A (A) (0.40) SB Through Airport Parkway A A (A) (0.13) A A (A) (0.08) Intersection Level of Service A A (A) (0.54) A A (A) (0.47) At the completion of the hotel in 2016, all approaches to the Alert/Uplands intersection would function at a LoS A during both the peak AM and PM hours. The signal timing during the peak AM hour was adjusted to provide more green time to the westbound Lester Road approach. Table 4.3 summarizes the 2016 operation of the intersection with the analysis sheets provided as Exhibit 15 for the peak AM hour and Exhibit 16 for the peak PM hour. At the year 2021, the intersection would operate at an overall LoS A during both the peak AM and PM hours using the adjusted 2016 signal timing and the total volume of traffic. Table 4.3 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 17 and Exhibit 18. Collision data was obtained from the City of Ottawa for the intersection of Alert Road and Uplands Drive (Lester Road). The accident reports were obtained over a three year period between January 1, 2011 and January 1, Table 4.4 summarizes the collision data of reported accidents which determined that during the three year time period, the Alert/Uplands intersection experienced 18 reported collisions. The data would not suggest any requirement for modifications to the intersection to improve safety. The collision data from the City of Ottawa is presented as Exhibit 19 in the Appendix.

21 19 TABLE 4.4 COLLISION SUMMARY COLLISION DATA Alert Road and Uplands Drive (Lester Road) Intersection Year Rear-End Angular Turning Other Total There would be no requirement for modification to the Alert/Uplands intersection due to the expected trips from the Fairfield Inn & Suites hotel. Uplands Drive and Southbound Airport Parkway Off Ramp Intersection The intersection of Uplands Drive and the southbound off ramp of the Airport Parkway is located approximately 200 meters west of the Alert/Uplands intersection. The Uplands/Airport Parkway intersection is controlled by traffic signals, with Uplands Drive forming the eastbound and westbound approaches, and the Airport Parkway off ramp the southbound approach. The lane configuration is shown in Figure 2.1. The operational analysis for the existing 2012 traffic counts and the City of Ottawa traffic signal timing plan determined that the intersection currently functions at a LoS A during both the peak AM and PM hours. Table 4.5 shows the operation of the intersection with the analysis sheets provided as Exhibits 20 and 21. TABLE 4.5 UPLANDS/AIRPORT PARKWAY LoS and Volume/Capacity (v/c) Intersection Approach WEEKDAY PEAK AM HR. YEAR (2021) WEEKDAY PEAK PM HR. YEAR (2021) LoS v/c LoS v/c EB Through Uplands A A (A) (0.17) A A (A) (0.29) WB Through Uplands A A (A) (0.60) C B (C) (0.76) SB Left Airport Parkway A A (A) (0.41) A B (C) (0.72) Intersection Level of Service A A (A) (0.55) A B (C) (0.74)

22 20 At the completion of the Fairfield Inn & Suites in 2016, the overall intersection level of service is expected to operate at a LoS A during the peak AM hour and a LoS B during the peak PM hour following an adjustment to the signal timing for both the peak AM and PM hours. Table 4.5 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 22 for the peak AM hour and Exhibit 23 for the peak PM hour. At the year 2021, the intersection would operate at an overall LoS A during the peak AM hour and LoS C during the peak PM hour using the adjusted 2016 signal timing and the total volume of traffic. Table 4.5 summarizes the operation of the intersection with the operational analysis sheets provided as Exhibit 24 and Exhibit 25. There would be no requirement for modification to the Uplands Drive and the southbound Airport Parkway off ramp intersection due to the expected trips from the proposed hotel. 4.4 Transportation Demand Management (TDM) The City of Ottawa is implementing Transportation Demand Management (TDM) measures as a plan to reduce peak hour traffic along the City s transportation network. Although the site is a hotel where most of the clientele would arrive by private vehicle, taxi or shuttle, support staff for the hotel may utilize alternate 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 lists the facilities which would reduce the volume of peak hour vehicular traffic: 1. Although there are no sidewalks along Uplands Drive and Lester Road in the vicinity of the Alert/Uplands intersection, there are pedestrian pathways which provide a pedestrian link to bus stops and the EY Centre. The existing pathways will be accessible from a new pathway connecting to the main entrance of the Fairfield Inn & Suites. 2. The new and existing pathways from the Fairfield Inn & Suites will link the hotel to a bus stop on the northbound Airport Parkway for Regular Route 97 and southbound at the Uplands Drive off ramp. The bus route travels along the Airport Parkway between the airport and the South Keys transit station. The site also will be connected to an existing pedestrian path to Alert Road which would give pedestrians access to transit stops for Regular Route 99 and Peak Hour Route 204 which travel along Lester Road. The City of Ottawa Official Plan (Rapid Transit Network) shows a transit line from the Macdonald-Cartier Ottawa International Airport to a north-south transit line which would place the transit route along the south side of Uplands Drive adjacent to the hotel. When the transit route is constructed, a transit station is expected to be constructed in close proximity to the hotel and Gloucester (Airport) Industrial Park. Transit service is expected to be used mainly by employees and may have little impact on the number of peak hour site generated trips. Observations during the traffic counts did observe many trips by the hotel airport shuttle for the existing Hilton Garden Inn hotel. 3. Uplands Drive and Lester Road are designated as a primary cycling route in the City of Ottawa Transportation Master Plan (TMP). There are presently no cycling lanes along Uplands Drive or Lester Road, but there are cycling pockets at intersections with

23 21 auxiliary turn lanes. The Site Plan provides two bicycle racks in close proximity to the entrance to the hotel. 5. FINDINGS AND RECOMMENDATIONS A Site Plan Application is being prepared which proposes a 232 room hotel on 1.50 hectares of vacant land along Thad Johnson Private in the Gloucester (Airport) Industrial Park. The proposed Fairfield Inn & Suites hotel would share an access onto Thad Johnson Private with a private parking lot for the airport and the adjacent Hilton Garden Inn hotel. The hotel is expected to be constructed by the year Staff of the City of Ottawa has requested that a Transportation Impact Assessment report () be prepared which would examine the impact of the additional site generated traffic on the surrounding roads and intersections. The is being prepared in support of the Site Plan Application. The findings and recommendations of the study are summarized in the following: 1) The Fairfield Inn & Suites hotel is expected to generate 111 new weekday peak AM hour trips (74 entering/37 exiting), and 128 peak PM hour trips (54 entering/74 exiting). 2) The site will have one access point onto Thad Johnson Private. The access road exists and will be shared between the private parking lot on the Ottawa International Airport Authority lands and the Hilton Garden Inn hotel. The existing access would operate at an acceptable level of service at the year 2021 and would not require any modifications due to the additional trips from the Fairfield Inn & Suites hotel. 3) The analysis examined the following intersections within the study area and determined that the intersections would operate at an acceptable level of service and would not require any roadway modifications due to the proposed hotel. Alert Road and Thad Johnson Private Alert Road and Uplands Drive (Lester Road) Uplands Drive and Airport Parkway Southbound Off Ramp 4) A Check List is provided in the Appendix as Exhibit 26. Prepared by: David J. Halpenny, M. Eng., P. Eng.

24 22 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS COLLISION SUMMARY TRANSPORTATION BRIEF CHECK LIST

25 23 EXHIBIT 1 YEAR 2015 PEAK AM HOUR ANALYSIS Site Access/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Access/Thad Johnson Analysis Year: July 30, 2015 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound 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 LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 24 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 26 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 0 26 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.1 Approach LOS A

26 24 EXHIBIT 2 YEAR 2015 PEAK PM HOUR ANALYSIS Site Access/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Access/Thad Johnson Analysis Year: July 30, 2015 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound 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 LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 36 3 Peak Hour Factor, PHF Hourly Flow Rate, HFR 39 3 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 1 42 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.2 Approach LOS A

27 25 EXHIBIT 3 YEAR 2016 PEAK AM HOUR ANALYSIS Site Access/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Access/Thad Johnson Analysis Year: Year 2016 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound 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 LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 61 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 66 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 0 66 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.5 Approach LOS A

28 26 EXHIBIT 4 YEAR 2016 PEAK PM HOUR ANALYSIS Site Access/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Access/Thad Johnson Analysis Year: Year 2016 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound 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 LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.9 Approach LOS A

29 27 EXHIBIT 5 YEAR 2021 PEAK AM HOUR ANALYSIS Site Access/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Access/Thad Johnson Analysis Year: Year 2021 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound 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 LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume 62 0 Peak Hour Factor, PHF Hourly Flow Rate, HFR 67 0 Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) 0 67 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.6 Approach LOS A

30 28 EXHIBIT 6 YEAR 2021 PEAK PM HOUR ANALYSIS Site Access/Thad Johnson HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Access/Thad Johnson Analysis Year: Year 2021 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound 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 LT TR Upstream Signal? No No Minor Street: Approach Northbound Southbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 0 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / No / Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach EB WB Northbound Southbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.9 Approach LOS A

31 29 EXHIBIT 7 YEAR 2015 PEAK AM HOUR ANALYSIS Thad Johnson/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Thad Johnson Analysis Year: July 30, 2015 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Alert Road 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 LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume 71 3 Peak Hour Factor, PHF Hourly Flow Rate, HFR 77 3 Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) 2 80 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.8 Approach LOS A

32 30 EXHIBIT 8 YEAR 2015 PEAK PM HOUR ANALYSIS Thad Johnson/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Thad Johnson Analysis Year: July 30, 2015 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Alert Road 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 LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.9 Approach LOS A

33 31 EXHIBIT 9 YEAR 2016 PEAK AM HOUR ANALYSIS Thad Johnson/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Thad Johnson Analysis Year: Year 2016 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Alert Road 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 LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 10.4 Approach LOS B

34 32 EXHIBIT 10 YEAR 2016 PEAK PM HOUR ANALYSIS Thad Johnson/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Thad Johnson Analysis Year: Year 2016 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Alert Road 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 LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 10.8 Approach LOS B

35 33 EXHIBIT 11 YEAR 2021 PEAK AM HOUR ANALYSIS Thad Johnson/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Alert/Thad Johnson Analysis Year: Year 2021 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Alert Road 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 LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 10.9 Approach LOS B

36 34 EXHIBIT 12 YEAR 2021 PEAK PM HOUR ANALYSIS Thad Johnson/Alert HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Alert/Thad Johnson Analysis Year: Year 2021 Project ID: Fairfield Inn & Suites East/West Street: Thad Johnson Private North/South Street: Alert Road 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 LT TR Upstream Signal? No No Minor Street: Approach Westbound Eastbound Movement L T R L T R Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 1 1 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / Yes /1 Lanes 0 0 Configuration LR Delay, Queue Length, and Level of Service Approach NB SB Westbound Eastbound Movement Lane Config LT LR v (vph) C(m) (vph) v/c % queue length Control Delay LOS A B Approach Delay 10.9 Approach LOS B

37 35 EXHIBIT 13 YEAR 2012 PEAK AM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak AM Hour Year: August 22, 2012 Project ID: Fairfield Inn & Suites E/W St: Uplands Drive (Lester Road) N/S St: Alert Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L TR L T R L TR L T Volume Lane Width RTOR Vol _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left P NB Left A Thru P Thru A P A Peds X Peds WB Left P SB Left A Thru P Thru A P Peds X Peds NB EB SB WB Green Yellow All Red Cycle Length: 65.0 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 TR Westbound Left L Thru T # R Northbound Left L Thru TR # Southbound Left L Thru T _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.33 Total lost time per cycle, L = 9.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.39

38 36 EXHIBIT 14 YEAR 2012 PEAK PM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak PM Hour Year: August 22, 2012 Project ID: Fairfield Inn & Suites E/W St: Uplands Drive (Lester Road) N/S St: Alert Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L TR L T R L TR L T Volume Lane Width RTOR Vol _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left P NB Left A Thru P Thru A P A Peds X Peds X WB Left P SB Left A Thru P Thru A P Peds X Peds X NB EB SB WB Green Yellow All Red Cycle Length: 65.0 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 TR # Westbound Left L Thru T R Northbound Left L Thru TR # Southbound Left L Thru T _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.35 Total lost time per cycle, L = 3.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.37

39 37 EXHIBIT 15 YEAR 2016 PEAK AM HOUR ANALYSIS Alert/Uplands HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Alert/Uplands Period: Peak AM Hour Year: Year 2016 Project ID: Fairfield Inn & Suites E/W St: Uplands Drive (Lester Road) N/S St: Alert Road SIGNALIZED INTERSECTION SUMMARY Eastbound Westbound Northbound Southbound L T R L T R L T R L T R No. Lanes LGConfig L TR L T R L TR L T Volume Lane Width RTOR Vol _ Duration 0.25 Area Type: All other areas Signal Operations Phase Combination EB Left P NB Left A Thru P Thru A P A Peds X Peds X WB Left P SB Left A Thru P Thru A P Peds X Peds X NB EB SB WB Green Yellow All Red Cycle Length: 65.0 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 TR Westbound Left L Thru T R # Northbound Left L # Thru TR Southbound Left L Thru T _ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.38 Total lost time per cycle, L = 9.90 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.45

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