St. Stefan Serbian Orthodox Church 1989 and 1993 Prince of Wales Drive, Ottawa REVISED TRANSPORTATION BRIEF

Transcription

1 St. Stefan Serbian Orthodox Church 1989 and 1993 Prince of Wales Drive, Ottawa REVISED TRANSPORTATION BRIEF Prepared By: NOVATECH ENGINEERING CONSULTANTS LTD. Suite 200, 240 Michael Cowpland Drive Ottawa, Ontario K2M 1P6 July 2007 Revised: December 2011 Novatech File: Ref No. R

2

3 The church is not prepared to incur the cost of constructing a southbound left turn lane at this time. b. An analysis of capacity of the intersection with the proposed modifications is required in order to comment as to the impacts the proposal will have (i.e., the modifications proposed will require additional signal phasing that is not currently in operation). The revised intersection analysis includes the proposed roadway and traffic signal modifications. 3. Design a. Please note that concrete sidewalk pads are required for the two corners on the east side. Concrete sidewalk will be provided at the northeast and southeast quadrants. b. [We] are forwarding a design option which may address our concerns subject to a revised/updated transportation study to be submitted with the site plan application. The 2007 study will not be accepted and the new study will need to be prepared as per current guidelines. This is only a conceptual drawing of a redesign for the intersection which includes: Two dedicated left turn lanes from Colonnade Shared through/right into [the] client s site from Colonnade Dedicated left exiting from the site Shared through/right exiting from the site A revised drawing will have to be prepared which shows the turning movements are safe (i.e. left hand turns from Colonnade and from the site) and storage lengths on [the] client s property. The revised report has been prepared as per the 2008 City of Ottawa guidelines. A checklist of the documentation requirements as outlined in Appendix C of the guidelines is attached overleaf. A revised drawing showing the suggested lane configuration, truck turning movements and storage lengths on the proposed access is included in this report. Please call if you have any questions as you complete your review. Yours truly, NOVATECH ENGINEERING CONSULTANTS LTD. Jennifer Luong, P.Eng Project Manager Cc. Jovan Krstic, St. Stefan Serbian Orthodox Church

4 Documentation and Reporting Checklist Report Context Description of the development (include all of the following that are known at the time of the application): Municipal address; Location relative to major elements of the existing transportation system (e.g., the site is located in the southwest quadrant of the intersection of Main Street/ First Street, 600 metres from the Maple Street Rapid Transit Station); Existing land uses or permitted use provisions in the Official Plan, Zoning By7law, etc.; Proposed land uses and relevant planning regulations to be used in the analysis; Proposed development size (building size, number of residential units, etc.) and location on site; Estimated date of occupancy; Planned phasing of development; Proposed number of parking spaces (not relevant for Registration of Plans of Subdivision); and Proposed access points and type of access (full turns, right7in/ right7out, turning restrictions, etc.). Study area; Time periods and phasing; and Horizon years (include reference to phased development). The TB must include a key plan that shows the general location of the development in relation to the surrounding area. The TB must also provide a draft site plan or development concept of a suitable scale that shows the general location of the development and the proposed access locations. If the proposed development/ redevelopment is to be constructed in phases, a description must be provided for each phase, identifying the proposed timing of implementation. Existing Conditions Existing roads and ramps in the study area, including jurisdiction, classification, number of lanes, and posted speed limit; Existing intersections, indicating type of control, lane configurations, turning restrictions, and any other relevant data (e.g., extraordinary lane widths, grades, etc.); Existing access points to adjacent developments (both sides of all roads bordering the site); Existing transit system, including stations and stops; Existing on7 and off7road bicycle facilities and pedestrian sidewalks and pathway networks; Existing system operations (V/C, LOS); and

5 Major trip generators/ attractors within the Study Area should be indicated. The TB report must include figures documenting the existing travel demands by mode. A photographic inventory of the transportation network elements in the vicinity of the proposed access points would be beneficial to staff in their review of the Consultant s report. Demand Forecasting Trip generation forecasts Impact Analysis Qualitative assessment of impacts on capacity; non7auto modes; on7site circulation; community Mitigation Measures and Site Design Characteristics The TB must identify all mitigation measures required to offset network impacts from the development. The TB must also identify key site design features required to implement the Official Plan and Transportation Master Plan policies regarding site development. The TB must include all of the following, where they are required by the subject development: Location and timing of proposed changes to existing traffic controls at intersections (e.g., new traffic signals, Stop signs, etc.); Mitigation measures required to offset impacts on the surface and Rapid Transit networks; New or modified elements of the bicycle and pedestrian networks; Community impact mitigation measures; and Proposed TDM features or programs to support the site development.

6 Revised Transportation Brief St. Stefan Serbian Orthodox Church TABLE OF CONTENTS EXECUTIVE SUMMARY...I 1.0 INTRODUCTION REVISED DEVELOPMENT ANALYSIS METHODS ANALYSIS PARAMETERS EXISTING CONDITIONS ROADWAYS TRANSIT FACILITIES BICYCLE FACILITIES PEDESTRIAN FACILITIES EXISTING TRAFFIC VOLUMES TRAVEL DEMAND FORECASTING PLANNED NETWORK CHANGES OTHER STUDY AREA DEVELOPMENTS TRIP GENERATION TRIP DISTRIBUTION INTERSECTION ANALYSIS EXISTING TRAFFIC TOTAL TRAFFIC PROVISIONS FOR NONAUTO MODES ONSITE DESIGN PROPOSED ACCESS ON"SITE PARKING LOADING ACTIVITIES COMMUNITY IMPACTS TRANSPORTATION DEMAND MANAGEMENT CONCLUSIONS AND RECOMMENDATIONS...12 Figures Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Key Plan New Site Plan Existing Conditions OC Transpo System Map Existing Traffic Volumes Site Generated Traffic Volumes Total Traffic Volumes Truck Turning Movements Opposing Left Turns Truck Turning Movements Right Turns Novatech Engineering Consultants Ltd. Page i

7 Revised Transportation Brief St. Stefan Serbian Orthodox Church Tables Table 1 Table 2 Intersection Analysis Existing Traffic Intersection Analysis Total Traffic Appendices Appendix A: Traffic Count Information Appendix B: Recommended Design Prince of Wales Drive Environmental Study Report (October 2011) Appendix C1: Intersection Analysis Reports (Existing Traffic) Appendix C2: Intersection Analysis Reports (Total Traffic) Novatech Engineering Consultants Ltd. Page ii

8 Revised Transportation Brief St. Stefan Serbian Orthodox Church EXECUTIVE SUMMARY A Transportation Brief (TB) was prepared in July 2007 in support of a zoning application to permit a proposed church and community centre at 1989 and 1993 Prince of Wales Drive in Ottawa. The original development proposal included right-in right-out access to the site. The development has since been revised to include a full access aligned opposite Colonnade Road and forming the fourth leg of the Prince of Wales Drive/Colonnade Road intersection. Southbound left turns into the site are to be prohibited until a dedicated southbound left turn lane is constructed as part of the planned Prince of Wales Drive widening. This revised TB is submitted in support of a Site Plan application for the development and provides an assessment of the revised access configuration. This report has been prepared in accordance with the 2006 City of Ottawa Transportation Impact Assessment (TIA) guidelines. The development consists of a proposed church with a building footprint of 2,800ft 2 and a community centre with a building footprint of 5,400ft 2. The intersections to be evaluated in this report were confirmed with the City prior to the preparation of the revised report. The time periods for analysis include the Sunday peak hour. Trips generated by the proposed development have been estimated using first principles and information provided by the proponent. The number of trips was then compared with the peak hour rates identified in the ITE Trip Generation Manual, 8 th Edition to ensure conservative assumptions. Total traffic volumes have been calculated by adding the proposed site traffic to the existing traffic volumes. Intersection capacity analysis was undertaken for the existing and total traffic conditions. Provisions for non-auto travel modes were assessed, including access to local pedestrian, bicycle and transit systems. The proposed on-site design was reviewed in terms of vehicle access, on-site parking, and loading activities. Potential for community impacts and conformance to TDM principles were also evaluated. The main conclusions and recommendations of this report are as follows: The proposed access will form the fourth leg of the signalized intersection at Prince of Wales Drive and Colonnade Road. Southbound left turn movements into the site are to be prohibited through the implementation of signage at the signalized intersection until a dedicated southbound left turn lane is constructed as part of the planned widening of Prince of Wales Drive. The Prince of Wales Drive Widening ESR recommends construction of the widening of Prince of Wales Drive between Hunt Club Road and Fisher Avenue in This improvement will address the need for additional capacity during a.m. and p.m. peak periods. Peak trip generation for the proposed development will occur prior to and following the Sunday morning service, and consist of approximately 40 new trips. Novatech Engineering Consultants Ltd. Page I

9 Revised Transportation Brief St. Stefan Serbian Orthodox Church Modifications to the existing traffic signal timing plans is required. An eastbound/ westbound fully protected left turn phase is recommended. With the proposed lane configuration and traffic signal timings, all movements at the intersection of Prince of Wales Drive and Colonnade Road are expected to operate at a LOS D or better, which reflects acceptable operating conditions according to city standards. Increases in queue lengths are expected as a result of the new fully protected left turn phase. A queue length of 230m is anticipated on the northbound approach and a queue length of 200m is anticipated on the southbound approach. Transit, bicycle and pedestrian facilities are accommodated by the proposed site plan. Adequate parking will be provided on-site for the proposed development, as per the current Zoning Bylaw. Novatech Engineering Consultants Ltd. Page II

10 Revised Transportation Brief St. Stefan Serbian Orthodox Church 1.0 INTRODUCTION A Transportation Brief (TB) was prepared in July 2007 in support of a zoning application to permit a proposed church and community centre at 1989 and 1993 Prince of Wales Drive in Ottawa. The site is located east of Prince of Wales Drive at the Prince of Wales Drive/Colonnade Road intersection as shown in Figure 1. The original development proposal included right-in right-out access to the site. The development has since been revised to include a full access aligned opposite Colonnade Road and forming the fourth leg of the Prince of Wales Drive/Colonnade Road intersection. Southbound left turns into the site are to be prohibited until a dedicated southbound left turn lane is constructed as part of the planned Prince of Wales Drive widening. This revised TB is submitted in support of a Site Plan application for the development and provides an assessment of the revised access configuration. This report has been prepared in accordance with the 2006 City of Ottawa Transportation Impact Assessment (TIA) guidelines. 1.1 Revised Development Under the City of Ottawa s Zoning By-Law, the site is now designated as Minor Institutional permitting a wide variety of uses including: community centre, community garden day care emergency service library, museum, municipal service centre, park place of assembly, place of worship and ancillary rooming units recreational and athletic facility, sports arena residential care facility, retirement home rooming house, group home, shelter school training centre limited to job instruction/ training associated with a school The development consists of a proposed church with a building footprint of 2,800ft 2 and a community centre with a building footprint of 5,400ft 2. The community centre will be used for refreshments following church services as well as meetings and/or other cultural activities, approximately two evenings per week. A paved surface parking lot with 54 standard parking spaces and two handicap parking spaces is also proposed. A two-way access is proposed on Prince of Wales Drive opposite Colonnade Road, forming the fourth leg of the signalized intersection. The proposed site plan is shown in Figure 2. The development will replace two single family dwellings and two driveways, one of which is a looped access. The existing conditions are shown in Figure 3. Novatech Engineering Consultants Ltd. Page 1

11 M:\2007\107084\CAD\figure\107084TIS-Fig1.dwg, Sheet 8x11 portrait, Dec 13, :03pm, coram ST. STEFAN SERBIAN ORTHODOX CHURCH 1989, 1993 PRINCE OF WALES DR. KEY PLAN DEC FIGURE 1

12 FUTURE POW WIDENING COLONNADE ROAD R=9.0m SETBACK B B LS LS R=9.0m 4.0m 3.7m R=9.0m 3.7m 10.7m R=9.0m DC LS DC LS LS M:\2011\111185\CAD\Design\Figures\Traffic\ FIGs.dwg, FIG 2, Dec 13, :08pm, coram PRINCE OF WALES DRIVE FUTURE POW WIDENING SETBACK SETBACK 0 5 LS SCALE 1: ST. STEFAN SERBIAN ORTHODOX CHURCH SITE PLAN DEC FIGURE 2

13 M:\2011\111185\CAD\Design\Figures\Traffic\ FIGs.dwg, FIG 3, Dec 13, :08pm, coram 0 5 SCALE 1: ST. STEFAN SERBIAN ORTHODOX CHURCH EXISTING CONDITIONS DEC FIGURE 3

14 Revised Transportation Brief St. Stefan Serbian Orthodox Church 1.2 Analysis Methods Intersection capacity analysis has been completed using the Synchro 6.0 software package. This software uses methodology from the Highway Capacity Manual 2000 (HCM) published by the Transportation Research Board to evaluate signalized and unsignalized intersections. Intersection operating conditions are commonly described in terms of a Level of Service (LOS). LOS is a quality measure of speed, freedom to manoeuvre, interruptions, comfort and convenience. Letters are assigned to six levels with LOS A representing optimal operating conditions and LOS F representing failing operating conditions. The City of Ottawa has adopted criteria that directly relate the LOS of a signalized intersection to a volume to capacity (v/c) ratio. Vehicle capacity is defined as the maximum number of vehicles that can pass a given point during a specified period under prevailing traffic conditions. The City s criteria are as follows: LOS v/c ratio A 0 to 0.60 B 0.61 to 0.70 C 0.71 to 0.80 D 0.81 to 0.90 E 0.91 to 1.00 F >1.00 In this study, movements at the signalized intersection have been evaluated in terms of the LOS as defined in the above table. Mitigation measures in the form of additional lane capacity and/or signal adjustments have been identified for movements with a LOS E or F. Other types of analysis undertaken to assess the transportation impacts of the proposed development are as follows: assessment of provisions for non-auto travel modes, including access to local pedestrian, bicycle and transit systems, review of on-site design including vehicle access, parking and loading/unloading activities, evaluation of potential community concerns including neighbourhood infiltration, parking impacts, and conformance with Transportation Demand Management (TDM) principles. 1.3 Analysis Parameters The study area for this report was confirmed with city staff and includes the Prince of Wales Drive/Colonnade Road intersection. The selected time periods for analysis remain the same as the original study, which were before/after the Sunday service (9:00am 10:00am and 12:00n 1:00pm). Novatech Engineering Consultants Ltd. Page 2

15 Revised Transportation Brief St. Stefan Serbian Orthodox Church Occupancy for the development is planned for December 2012 pending approvals. Analysis has been completed for the existing traffic scenario, as well as the total traffic scenario (existing plus site traffic). 2.0 EXISTING CONDITIONS 2.1 Roadways The City of Ottawa Transportation Master Plan (TMP) identifies Prince of Wales Drive as an arterial urban roadway. Prince of Wales Drive consists of a four-lane undivided roadway north of the Colonnade Road intersection, and narrows to a two lane roadway south of the intersection. The posted speed is 60 km/hr. A southbound through and southbound right-turn lane are provided on the north leg of the Prince of Wales Drive/ Colonnade Road intersection, with a northbound through and northbound left-turn lane provided on the south leg. Partially paved shoulders approximately 2 m wide are provided along both sides of Prince of Wales Drive. Colonnade Road is designated as a major urban collector at the Prince of Wales intersection and has a posted speed limit of 50 km/hr. At the Prince of Wales Drive/ Colonnade Road intersection, Colonnade Road consists of two westbound receiving lanes, two eastbound left lanes and one eastbound right-turn lane. Sidewalk is provided along the south side only, with concrete curb along the north side. The Prince of Wales Drive/Colonnade Road intersection is signalized with pedestrian cross walks along the west and south legs only. 2.2 Transit Facilities A portion of the 2011 OC Transpo system map is shown in Figure 4. Figure 4 OC Transpo System Map Photo courtesy of Novatech Engineering Consultants Ltd. Page 3

16 Revised Transportation Brief St. Stefan Serbian Orthodox Church OC Transpo bus stop #0982 is located at the southwest corner of the signalized intersection of Colonnade Road at Colonnade Road South, it provides service to routes 86, 116 and 176. Routes 116 and 176 are each scheduled to stop twice per day (during the weekday a.m. peak hour). Route 86 provides regular service (weekdays and weekends) with minute headways throughout the day. OC Transpo bus stop #1611 is located on the east side of Prince of Wales Drive approximately 130 meters north of Colonnade Road. Bus stop #1612 is located on the west side of Prince of Wales Drive approximately 40 meters south of Colonnade Road. They provide service to route 670 (weekday school route for St. Pius X High School), which stops once during the a.m. peak hour and once during the p.m. peak hour. 2.3 Bicycle Facilities Prince of Wales Drive is currently part of the Primary Urban Cycling Transportation Network according to the City of Ottawa Transportation Master Plan. The Draft Ottawa Cycling Guide identifies Prince of Wales Drive as a spine or city-wide cycling route and Colonnade Road as a community cycling route in the proposed Ottawa Cycling Plan. A signed bicycle route with shared use lanes is proposed on Colonnade Road and is part of the long-term implementation plan ( ). 2.4 Pedestrian Facilities A pedestrian sidewalk is provided along the south side of Colonnade Road only. The Prince of Wales Drive/ Colonnade Road intersection is equipped with pedestrian pushbuttons. 2.5 Existing Traffic Volumes The original TB was completed based on 2006 traffic count data. New traffic count data was obtained for the purpose of this revised report. Eight-hour weekday traffic counts were completed by the City of Ottawa at the intersection of Prince of Wales Drive and Colonnade Road on July 26, 2011 (see Appendix A). Sunday traffic counts were not available from the City of Ottawa. A 2006 Sunday count at Prince of Wales Drive and Deakin Street (obtained from the TIS for the Metropolitan Bible Church located at 2176 Prince of Wales Drive) was used to estimate Sunday traffic volumes in the study area. This count was compared with a 2006 weekday count at the intersection of Prince of Wales Drive and Colonnade Road (obtained from the City of Ottawa). The Sunday traffic volumes (on Prince of Wales Drive) north of Deakin Street were approximately 55-65% of the weekday traffic volumes south of Colonnade Road. The 2011 weekday off-peak traffic (Prince of Wales Drive at Colonnade Road) is approximately 55-65% of the a.m. and p.m. peak hour volumes. The off-peak traffic volumes have been used to represent the Sunday condition. The approximated Sunday peak traffic volumes are shown in Figure 5. Novatech Engineering Consultants Ltd. Page 4

17 Revised Transportation Brief St. Stefan Serbian Orthodox Church 3.0 TRAVEL DEMAND FORECASTING 3.1 Planned Network Changes The TMP identifies a need to widen Prince of Wales Drive from two lanes to four lanes from Fisher Avenue to Woodroffe Avenue to address capacity deficiencies at the CNR West screenline. The 2008 TMP identifies the widening as a Phase 2 project ( ). The Environmental Assessment (EA) is currently underway and the Environmental Study Report (ESR) was issued in October 2011 for public review. The ESR recommends that construction be completed in three phases, with the section of Prince of Wales Drive between Hunt Club Road and Fisher Avenue to be implemented in A copy of the recommended design for the subject section of Prince of Wales Drive is included in Appendix B. 3.2 Other Study Area Developments The Citiplace development by Ashcroft Homes is located at 81 Colonnade Road North in the Colonnade Road business park. It is a mixed-use development consisting of residential, office and retail land uses, and occupies a 21ha parcel of land. Upon completion, the Citiplace development will include: 1,200 residential units; 6,940m2 of community retail floor space; 1,204m2 of office space. Construction of the development is currently ongoing. As of August 2011, 295 of the 1200 units were occupied (including most of a 111-unit retirement home). The existing traffic generated by the Citiplace development is generally reflected in the traffic count completed by the City of Ottawa at Prince of Wales Drive and Colonnade Road on July 26, Novatech Engineering Consultants Ltd. Page 5

18 Revised Transportation Brief St. Stefan Serbian Orthodox Church 3.3 Trip Generation Activities at the church will consist of a Sunday morning service between 10 a.m. and noon with weekday meetings between 8 p.m. and 9 p.m., twice a week. School will be held on Saturdays between 10 a.m. and noon. On average, approximately 60 people are expected to attend the Sunday service, approximately 45 people are expected to attend weekday meetings and approximately 30 people are expected to attend Saturday school. As described previously, the community centre is intended to be used for refreshments following Sunday service, as well as meetings and/or cultural activities during the week. Occasionally the hall may be used for fundraising dinners etc., where the capacity of 150 people may be experienced. These types of events are not anticipated on a regular basis and would not coincide with a.m. or p.m. peak rush hours of the adjacent roadways. As per discussions with the church, the following outlines our understanding of typical traffic generation resulting from the proposed church and community centre: A vehicle occupancy rate of 1.5 persons per vehicle is assumed. This is considered to be conservative, based on the family-oriented nature of church activities. A maximum of 40 vehicle trips may be expected prior to and following the Sunday service hour. It is assumed that 95% of total trips would be entering the site between 9:00 and 10:00 a.m. and 5% would be leaving. At the end of service, this split is assumed to be reversed as most trips will be leaving the site. The peak period for impact of site generated traffic is expected prior to and following the Sunday morning service. Weekday trip generation is expected to be lower, approximately 30 vehicles assuming the vehicle occupancy rate of 1.5 persons per vehicle, and will take place between 7:00 and 8:00 p.m., which is well after the p.m. peak period of the adjacent roadway. Saturday trip generation is expected to be approximately 20 vehicles between 9:00 and 10:00 a.m. The above trip generation assumptions have been compared with the peak hour rates identified in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 8th Edition for a church land use. Using the ITE rate, the total trips generated by the development during the peak hour are estimated at 32 trips. For a conservative approach, the site generated trips based on the above first principles assumptions will be used. 3.4 Trip Distribution Based on information provided by the church with respect to place of residence for the majority of parishioners, the following trip distribution is assumed for site generated trips: 50% to/from the south 30% to/from the north 20% to/from the west Novatech Engineering Consultants Ltd. Page 6

19 Revised Transportation Brief St. Stefan Serbian Orthodox Church The results indicate approximately 20 vehicles accessing the site to/from the south, 12 vehicles to/from the north and 8 vehicles to/from the west. Due to the recommended southbound left turn prohibition on Prince of Wales Drive, site traffic originating from the north (traveling southbound) will need to alter their travel routes in order to access the site. This traffic may choose an alternate north-south route and enter the site from the northbound direction on Prince of Wales Drive or use Colonnade Road to make a u-turn within the Colonnade Road business park and access the site travelling eastbound. Site generated traffic volumes are shown in Figure 6 for the Sunday off-peak hour. 4.0 INTERSECTION ANALYSIS Intersection capacity analysis has been completed using the Synchro 6.0 software package. 4.1 Existing Traffic Intersection capacity analysis has been completed for the existing traffic conditions. The analysis is based on existing lane configurations and traffic signal timing plans obtained from the Public Works & Services Department. The results of the analysis are summarized in the Table 1 for the Sunday peak hour. Detailed reports are included in Appendix C1. Novatech Engineering Consultants Ltd. Page 7

20 Revised Transportation Brief St. Stefan Serbian Orthodox Church Table 1: Intersection Analysis Existing Traffic Intersection Prince of Wales Drive/ Colonnade Road Sunday Peak Hour v/c LOS movement 0.59 A NBL 0.76 C NBT 0.76 C SBT 0.28 A SBR 0.56 A EBL 0.38 A EBR As shown in the above table, all movements at the intersection of Prince of Wales Drive and Colonnade Road are operating at a LOS C or better, which reflects acceptable operating conditions according to city standards. The Synchro software estimates queue lengths of approximately 150 meters on the northbound and southbound approaches. This is consistent with field observations conducted during a site visit on Sunday, December 11, 2011 between 12:00n and 1:00pm. Traffic volumes on the Colonnade Road approach were noticeably lower than the approximated value used for this analysis. The findings of this assessment will be conservative in this respect. 4.2 Total Traffic Total traffic volumes have been calculated by adding the estimated site generated traffic volumes with the existing traffic volumes. Total traffic volumes are shown in Figure 7 for the Sunday peak hour. Novatech Engineering Consultants Ltd. Page 8

21 Revised Transportation Brief St. Stefan Serbian Orthodox Church Intersection capacity analysis has been completed for the projected total traffic conditions. The analysis is based on the proposed four legged intersection. The proposed east leg of the intersection will include a designated left turn lane, as well as a through/right turn lane. A fully protected left turn phase has been added for the east and west approaches. The results of the analysis are summarized in Table 2 for the Sunday peak hour. Detailed reports are included in Appendix C2. Table 2: Intersection Analysis Total Traffic Intersection Prince of Wales Drive/ Colonnade Road Before Sunday Service Sunday Peak Hour After Sunday Service v/c LOS movement v/c LOS movement 0.65 B NBL 0.68 B NBL 0.73 C NBT/R 0.74 C NBT/R 0.69 B SBT 0.71 C SBT 0.27 A SBR 0.27 A SBR 0.83 D EBL 0.84 D EBL 0.51 A EBT/R 0.44 A EBT/R 0.01 A WBL 0.17 A WBL 0.00 A WBT/R 0.11 A WBT/R With the proposed lane configuration and traffic signal timings, all movements at the intersection of Prince of Wales Drive and Colonnade Road are expected to operate at a LOS D or better, which reflects acceptable operating conditions according to city standards. Increases in queue lengths are expected as a result of the new fully protected left turn phase. A queue length of 230m is anticipated on the northbound approach and a queue length of 200m is anticipated on the southbound approach. 5.0 PROVISIONS FOR NON-AUTO MODES Concrete sidewalk is proposed along both sides of the site access providing a connection between the local pedestrian network and the main building entrances of the church and community centre. A crosswalk is proposed on the east side of the intersection as part of the proposed intersection modifications. A textured crosswalk is proposed on the site access 16 meters east of the stop bar linking the church with the community centre. Bicycle parking will be provided at the west building entrance of the community centre. The minimum number of required bicycle spaces is outlined in Section 6.0 below. OC Transpo bus stop #0982 is within a walking distance of 90 meters from the west building entrances of the proposed church and community centre. Novatech Engineering Consultants Ltd. Page 9

22 Revised Transportation Brief St. Stefan Serbian Orthodox Church 6.0 ON-SITE DESIGN This section of the report provides a review of the on-site design in terms of vehicle access, on-site parking, and on-site loading activities. 6.1 Proposed Access The proposed access will form the fourth leg of the signalized intersection of Prince of Wales Drive and Colonnade Road. As recommended by City staff following a pre-consultation meeting between the City and the developer, the access will include: one ingress lane opposite a shared through/right lane on Colonnade Road, a dedicated left turn egress lane opposite the outer left turn lane on Colonnade Road, a painted gore area opposite the inner left turn lane on Colonnade Road, and a shared through/right egress lane opposite the inner through lane on Colonnade Road. Left turn movements into the site are to be prohibited at all times through the implementation of signage at the signalized intersection. A total width of 15m is proposed based on the lane widths shown in the site plan (Figure 2). A storage length of approximately nine meters will be available for the left turn lane leaving the site based on the proposed geometry. The proposed access will connect with a future service road being planned as part of the Prince of Wales Drive widening project. The service road will provide access to ten adjacent single-family homes. A southbound left turn lane is to be provided as part of the widening. A 5.2 meter road widening is identified in the Environmental Study Report (October 2011) across the frontage of the site to accommodate the future service road. Turning movements have been checked using AutoTurn software for a WB-20 tractor-semitrailer design vehicle on Colonnade Road and a fire truck on the proposed access. TAC Geometric Design standards suggest a minimum clearance of 1.5 meters for simultaneous opposing leftturns. Opposing left turn movements and right turn movements to and from the site are illustrated in Figures 8 and 9. Two driveways will be removed as part of the proposed development, one of which is a looped access. 6.2 On-site Parking The site is located in Area C of Schedule 1 to the City of Ottawa Zoning By-law. Minimum parking space rates are outlined as follows: Church 10 per 100m 2 of gross floor area of assembly area Community Centre 4 per 100m 2 of gross floor area The Traffic and Parking By-law identifies a requirement of one parking space for the physically disabled at any public parking lot with 20 to 99 regular parking spaces. Novatech Engineering Consultants Ltd. Page 10

23 FUTURE POW WIDENING PRINCE OF WALES DRIVE COLONNADE ROAD SETBACK B WB-20 FIRE TRUCK LS B 1.5m MIN DC LS DC LS M:\2011\111185\CAD\Design\Figures\Traffic\ FIGs.dwg, FIG 8, Dec 13, :08pm, coram FUTURE POW WIDENING SETBACK 0 5 SCALE SETBACK 1: ST. STEFAN SERBIAN ORTHODOX CHURCH TRUCK TURNING MOVEMENTS OPPOSING LEFT TURNS DEC FIGURE 8

24 FUTURE POW WIDENING PRINCE OF WALES DRIVE COLONNADE ROAD SETBACK B B LS DC LS DC FIRE TRUCK FIRE TRUCK LS M:\2011\111185\CAD\Design\Figures\Traffic\ FIGs.dwg, FIG 9, Dec 13, :08pm, coram FUTURE POW WIDENING SETBACK 0 5 SCALE SETBACK 1: ST. STEFAN SERBIAN ORTHODOX CHURCH TRUCK TURNING MOVEMENTS RIGHT TURNS DEC FIGURE 9

25 Revised Transportation Brief St. Stefan Serbian Orthodox Church A minimum of 34 regular vehicle parking spaces and one parking space for the physically disabled are required for the development. A total of 54 regular vehicle parking spaces and two parking spaces for the physically disabled are proposed, satisfying the minimum requirements of the Zoning By!law. The Zoning By!law requires a minimum of one bicycle parking space per 1500 m 2 of gross floor area for non!residential land uses. On!site bicycle parking will be provided near the west entrance of the community centre as shown in Figure Loading Activities Garbage pick!up will occur on!site. The proposed garbage enclosure is located at the northeast corner of the property. On!site loading and unloading activities will occur at the rear of the community centre across from the garbage enclosure. Single unit delivery vehicles are anticipated. 7.0 COMMUNITY IMPACTS The site is bounded by the Colonnade Business Park to the west, single!family dwellings to the north and south and the Rideau River to the east. Direct access is provided by the adjacent arterial road. The development has no potential for neighbourhood infiltration by site generated traffic. On!site parking will be provided in accordance with the requirements of the Zoning By!law. Parking infiltration onto area roadways is not anticipated. 8.0 TRANSPORTATION DEMAND MANAGEMENT As noted in the TMP, transportation demand management (TDM) initiatives encourage individuals to reduce the number of trips they make, to travel more often by non!driving alternatives, to travel outside peak periods, and to reduce the length of their trips. TDM measures can reduce transportation infrastructure requirements by encouraging people to change their travel mode, timing or destination. The proposed development conforms to the City s TDM initiatives by providing easy access to the local pedestrian, bicycle and transit systems as outlined in Section CONCLUSIONS AND RECOMMENDATIONS Based on the foregoing review, the following conclusions and recommendations are provided: The proposed access will form the fourth leg of the signalized intersection at Prince of Wales Drive and Colonnade Road. Novatech Engineering Consultants Ltd. Page 12

26

27 APPENDIX A Traffic Count Information

28

29

30