455 Via Verona Avenue

Transcription

1 TRANSPORTATION Transportation Brief 455 Via Verona Avenue Submitted to Multifaith Housing Initiative by IBI Group March 2015

2 Table of Contents 1.0 INTRODUCTION PROPOSED DEVELOPMENT Site Location Study Area Context Land Uses Site Access & Parking Emergency Access Waste Collection Private Approach By-law Review TRANSPORTATION NETWORK Existing Road Network Existing Bicycle & Pedestrian Facilities Existing Transit Service Existing Traffic Volumes Collision Records Transportation Demand Management TRAFFIC ANALYSES Trip Generation Intersection Capacity Analyses Existing (2015) Traffic FINDINGS AND CONCLUSIONS MARCH 2015 i.

3 Table of Contents (Cont d) List of Exhibits EXHIBIT 1 SITE LOCATION... 2 EXHIBIT 2 PROPOSED DEVELOPMENT... 4 EXHIBIT 3 ACTIVE TRANSPORTATION NETWORK... 8 List of Tables TABLE 1 EXISTING TRANSIT SERVICE,... 9 TABLE 2 REPORTED COLLISIONS WITHIN THE STUDY AREA TABLE 3 ANTICIPATED TRIP GENERATION TABLE 4 TRIP GENERATION SUMMARY BY MODE TABLE 5 INTERSECTION CAPACITY ANALYSIS, EXISTING (2015) TRAFFIC List of Appendices APPENDIX 1 PHOTOS APPENDIX 2 OC TRANSPO MAPS APPENDIX 3 TRAFFIC DATA APPENDIX 4 COLLISION DATA APPENDIX 5 TRIP GENERATION DATA APPENDIX 6 INTERSECTION CAPACITY ANALYSES MARCH 2015 ii.

4 1.0 Introduction This report presents the methodology, findings and conclusions of a Transportation Brief in support of a Site Plan Application for a proposed affordable housing development at 455 Via Verona Avenue. The proposed development, which will cater to low-income singles and families, includes a mixture of apartments and townhouses for a total of 98 units. The anticipated occupancy date of the development is targeted for Fall The study has followed the City of Ottawa Transportation Impact Assessment Guidelines (October 2006). Prior to the commencement of the study, the study area and modal share were discussed with and agreed upon by City of Ottawa staff. Successive sections of this report describe the proposed development, transportation analyses, and findings and conclusions associated with the study. A series of appendices provide details of background traffic information, trip generation data and intersection capacity analyses. 2.0 Proposed Development 2.1 Site Location The site is located in Barrhaven, midway along Longfields Drive between Strandherd Drive and Woodroffe Avenue. More specifically, the site is on the east side Via Verona Avenue immediately south of the Transitway, as illustrated on EXHIBIT 1 SITE LOCATION. The Longfields Transitway station is less than 200 meters away and so the site has been designed in such a way to be very pedestrian-friendly to maximize transit use. The site is presently undeveloped and is surrounded by an established residential area with pockets of active residential development lands. MARCH

5 EEN E TS H AN IVE R SD LD IE GF N LO MO UN WA Y SIT AN d t Zone men p lo ve e D TR FA 600m T ran sitor ien te D OA KR NO ND RIV N BA IEL WF O L L NORTH UE EN AV FFE RO OD WO GR D OA R D LONGFIELDS STATION VIA CH SITE VIA IAN TI VER ON A B GH HI E RIV KD AR YP UR N LO S LD IE GF IVE DR 455 Via Verona Avenue Transportation Brief EXHIBIT 1: Site Location STR ER A H ND IVE R DD PROJECT No DATE: March 2015 SCALE: 0m 200m 400m

6 2.2 Study Area Context There are several developments ongoing within the study area. These include: Longfields Station (Campanale) Longfields Central (Mattino) Havencourt (Tartan) Longfields Station by Campanale Homes, located west, east and south of the 455 Via Verona Avenue development. Consists of residential condominiums, terrace homes, flats and townhomes. Status: 33% Constructed (50% Occupied) Longfields Central by Mattino Developments, located immediately east of Longfields Station on Mountshannon Drive. Consists of townhomes and apartments. Status: 33% Constructed (0% Occupied) Havencourt by Tartan Homes, located at the northwest quadrant of the Longfields Drive/Highbury Park Drive intersection. Consists of singlefamily homes. Status: 95% constructed (90% Occupied) Fieldstone by Richacraft, located south of Longfields Drive, between Silver Sage Avenue and Tralee Road. Consists of single-family homes and townhomes. Status: 33% Constructed (60% Occupied) 146 Mountshannon Drive by Richaraft, located 400m north of Longfields Drive on Mountshannon Drive. Consists of townhomes and flats. Status: 0% Constructed Longfields by Monarch, consists of townhomes and semi-detached homes. Status: 50% Constructed (40% Occupied). The developments listed above will substantially complete the build-out of the study area. Based on the amount of development remaining, it can be expected that traffic volumes on Longfields Drive as well as passenger volumes at Longfields Station will increase significantly in the coming years. The Longfields Central, Longfields Station and 455 Via Verona developments will form a medium-density core surrounding the Longfields Transitway Station. 2.3 Land Uses The development, which is targeted as community housing for low income singles and families, will include 50 apartment units in two buildings, as well as 48 townhouse units. The interior of the site will include a community plaza and Grande Allée which will contribute to the public realm of the Longfields station area. The focus on pedestrian facilities will encourage transit use. Details of the site are illustrated as follows on EXHIBIT 2 PROPOSED DEVELOPMENT. MARCH

7 To Transitway Station NORTH SITE ACCESS #5 Waste Removal Area SITE ACCESS #1 SITE ACCESS #2 SITE ACCESS #3 Emergency Access Route SITE ACCESS #4 455 Via Verona Avenue Transportation Brief EXHIBIT 2: Proposed Development PROJECT No DATE: SCALE: March 2015 Not to Scale 0m 0m 0m

8 2.4 Site Access & Parking The site will be accessed from both Via Verona Avenue as well as the proposed street, Via Chianti Grove. In total there are 5 site access driveways proposed. A private driveway will connect these two streets as well as provide access to parking. Access #1 will be located on Via Verona Drive and will provide access to 21 parking spaces. Access #2 will also be located on Via Verona Drive and will provide access to 18 parking spaces. Access #3/4 will connect Via Verona Avenue and Via Chianti Grove and provide access to 20 parking spaces Access #5 will be located on Via Chianti Grove and provide access to 22 parking spaces. The proposed development will include a total of 81 parking spaces as compared to 106 required by zoning requirements. As the site is within 600m of a rapid transit station, the by-law would normally only require 0.5 parking spaces/unit for apartment buildings, however, this provision is overruled by the site-specific zoning exception. Based on the nature and demographic of this development (community housing), a reduction in the required parking for the apartment component of the development to 0.5 parking spaces/unit may be justified by way of a minor variance. The result of this proposed reduction is 81 spaces, as shown on the site plan in Exhibit 2. The proposed development meets bylaw requirements with respect to bicycle parking and will include storage facilities for 54 bicycles 40 of which are secure indoor spaces while the remaining 14 are covered outdoor spaces. In addition to this, each townhouse unit has basement space in which bicycles could also be stored privately Emergency Access The site design includes a private link between Via Verona Avenue and Via Chianti Grove and will allow access of emergency vehicles to the centre of the site. While the Grand Allée is shown crossing this roadway, roll curbs and a shallow change in grade will permit emergency vehicles (as well as mail delivery trucks and moving vans) to drive through. This portion of the allée will be designed as a fire route capable of carrying heavy vehicles. Also, each of the other parking lot drive aisles will be designed as fire routes in accordance with the OBC Waste Collection A waste collection building is proposed between the back-to-back townhouses in Blocks G and H on Via Chianti Grove. Garbage collection will occur once weekly and will require waste removal of two- 6 cubic yard bins by a municipal frontload/overhead waste collection vehicle. The vehicle will park parallel to the curb and winch the bins to the truck along a hard surface path. MARCH

9 2.4.3 Private Approach By-law Review Following a review of the City of Ottawa Private Approach By-law , the following was determined: Width: Each of the site access driveways has a throat width of 6.7 meters - the minimum-allowable width permitted for a two-way private approach, and is therefore compliant with the by-law. Spacing: The distance between each of the 5 parking access driveways are at least 9 meters, as measures at the street line, thereby conforming to the by-law. Number of Approaches: The Via Chianti frontage is approximately 75 meters and is therefore permitted to have two (2) two-way private approaches. The Via Verona frontage is approximately 156 meters and is also permitted to have two (2) two-way private approaches. The site plan proposes three (3) two-way private approaches on the Via Verona frontage. Although the number of access driveways proposed does not strictly conform to the by-law, it is requested that the City grant exception based on the following: Via Verona Avenue Frontage The proposed development is a low-traffic generator and has been designed to have a high emphasis on pedestrian facilities due to the targeted demographic and proximity to the Longfields Transitway station. In addition to this, Via Verona Avenue is a low-volume residential street. With consideration of the above, it is not expected that a third two-way private approach will have significant impact to the safety or operation of traffic on Via Verona Avenue. This is supported by the fact that, should the site have been subdivided between the apartment and townhouse components, lots with frontages of only 45m are permitted two (2) two-way private approaches. With over 150m of frontage, up to six (6) two-way private approaches would be permitted under the by-law if the frontage was divided in three. Despite the non-conformities of the site access driveways as prescribed by the Private Approach By-law, the site presents a design configuration which caters to non-auto modes of transportation and is well-suited for its location within the transit-oriented area of the Longfields rapid transit station. MARCH

10 3.0 Transportation Network 3.1 Existing Road Network Greenbank Road and Woodroffe Avenue are both major north-south arterial roadways and connect Barrhaven with central Ottawa. Fallowfield Road (to the north) and Strandherd Drive (to the south) are also major arterial roadways which provide cross-town routes within the Barrhaven community. Urban Road Network (2013 TMP) Longfields Drive is classified by the City of Ottawa as a Major Collector road and provides access to the arterial road network. The site will connect to Longfields Drive by both Via Verona Avenue and the proposed Via Chianti Grove. The posted speed limit on Longfields Drive within the study area is 40km/h. Highbury Park Drive, to the southwest of the site, is a Minor Collector road and will ultimately connect Longfields Drive and Greenbank Road. Via Verona Avenue is a local road and travels directly adjacent to the site along the western frontage and connects Lonfields Drive and Highbury Park Drive. Via Chianti Grove is a planned local road which will travel directly adjacent to the site along the eastern frontage and will connect to Longfields Drive. APPENDIX 1 PHOTOS, presents photographs of the existing road network adjacent to the proposed site. 3.2 Existing Bicycle & Pedestrian Facilities As the surrounding lands are still under development, concrete sidewalks are being established. Upon development of the adjacent lands, concrete sidewalks are planned for both Via Verona Avenue as well as Via Chianti Grove. The study area benefits from an established multi-use path network. Multi-use paths can be found along the southern side of Longfields Drive as well along the southern side of the Transitway. A multi-use pathway connection provides a direct link between Longfields Drive and the Longfields Transitway station. These multi-use pathways are maintained in the winter and therefore permit year-round access to the Transitway station and facilitate active transportation within the surrounding community. Within the study area, the nearest formal pedestrian crossings on Longfields Drive are to the east of the site, approximately 175 meters east of the future intersection with Via Chianti Grove at a signalized pedestrian crossing, as well as at the intersection with Mountshannon Drive. Bicycle Lanes are present along both sides of Longfields Drive, except between Via Verona and the signalized pedestrian crossing west of Mountshannon Drive where a paved shoulder exists on the north side. This missing segment of bicycle lane on the north side of Longfields Drive is to be completed in conjunction with the adjacent development. EXHIBIT 3 ACTIVE TRANSPORTATION NETWORK, presents the existing active transportation facilities within the study area. MARCH

11 ON N AN LONGFIELDS STATION LEGEND EXISTING MULTI-USE PATHWAY EXISTING ON-ROAD CYCLE FACILITIES H TS N U MO EXISTING TRANSITWAY (BRT) TR AY W T SI NORTH LONGFIELDS DRIVE AN GREENBANK ROA D SITE CLARIDGE DRIVE ARK DRIVE HIGHBURY P RI BER 455 Via Verona Avenue Transportation Brief E RIV D GAN EXHIBIT 3: Active Transportation Network PROJECT No DATE: March 2015 SCALE: 0m 100m 200m

12 3.3 Existing Transit Service Transit service for proposed development site is provided by the Longfields Transitway station. This station is approximately 175m (direct walking route) from the site, which represents an approximate 4-minute walk. The site is within the 600m radius zone surrounding the rapid transit station which the City of Ottawa considers to be a Transit-Oriented Development node and is therefore suitable for intensified development of this scale. TABLE 1 EXISTING TRANSIT SERVICE, provides details of routes currently in operation within the study area: TABLE 1 EXISTING TRANSIT SERVICE ROUTE DESCRIPTION SERVICE PERIOD PEAK HOUR FREQUENCY #71 Barrhaven to Downtown #73 Barrhaven to Downtown #95 Barrhaven to Orleans #177 Barrhaven Fallowfield to Cambrian Weekdays: 6:15am-8:30am and 3:45pm-6:45pm No Weekend Service Weekdays: 6:15am-8:45am and 4:00pm-6:45pm No Weekend Service Weekdays: 24-hr Service Weekends: 24-hour Service Weekdays: 6:00am-9:00am 15-minute 15-minute 15-minute 15-minute The Longfield Transitway station is located on the Southwest Transitway and provides access to the City-wide rapid transit network, as illustrated below in Figure 2. Figure 1 Existing Transit Transitway Map (OC Transpo) APPENDIX 2 OC TRANSPO MAPS, presents the current transit routes described above. MARCH

13 3.4 Existing Traffic Volumes Current traffic volumes at the intersection of Via Verona Drive and Longfields Drive have been obtained based on a field survey undertaken on Wednesday February 25, Traffic volumes were recorded between 6am-9am and 3pm- 6pm. Based on the data collected during these periods, the following peak hour traffic volumes were derived: During the data collection, it was noticed that there was a temporary queue on Longfields Drive in the northbound direction that extended through the intersection with Via Verona Avenue for approximately 5 minutes during the morning peak period. This resulted in additional delays for traffic exiting Via Verona Avenue. It was also observed that there were only 2 pedestrians that crossed Longfields Drive at the intersection during the morning peak period and 5 during the afternoon peak period. Most pedestrians travelled along the east side of Longfields Drive on the multi-use pathway. 3.5 Collision Records A review of collision records has been carried out within the study area. The City of Ottawa Transportation Impact Assessment Guidelines (October 2006) indicate that further analysis may be warranted when there have been either 33 or more total collisions reported at a particular location or at least 6 collisions for any one movement, over a three year period. MARCH

14 TABLE 2 REPORTED COLLISIONS WITHIN THE STUDY AREA presents a summary of the total collisions recorded at various locations in the study area during the period between January 1, 2009 and January 1, TABLE 2 SUMMARY OF REPORTED COLLISIONS WITHIN THE STUDY AREA LOCATION Longfields Drive Mountshannon Drive to Highbury Park Drive # OF REPORTED COLLISIONS Longfields Drive & Mountshannon Drive 1 Based on the above, there have only been 3 collisions in the past 5 years on the segment of Longfields Drive adjacent to the site between Mountshannon Drive and Highbury Park Drive. APPENDIX 4 COLLISION DATA, presents the detailed collision records for the study area. 3.6 Transportation Demand Management The City of Ottawa is committed to implementing Transportation Demand Management (TDM) measures on a City-wide basis in an effort to reduce the automobile dependence of Ottawa residents, particularly during the weekday peak travel periods. TDM initiatives are aimed at encouraging individuals to use non-auto modes of travel during the peak periods. Planned TDM measures for the proposed development include a large pedestrian-oriented plaza area and numerous pathways within the site that provides direct access to the multi-use pathway network and a link to the Longfields Transitway station. Bicycle storage in excess of the minimum bylaw requirements will be available on site. Based on the above, the site includes features that encourage non-auto modes of travel and thereby supports the City s TDM initiative by providing easy access to non-auto modes of travel in terms of connections to adjacent pedestrian and transit facilities. 3 MARCH

15 4.0 Traffic Analyses 4.1 Trip Generation Traffic generation associated with the 455 Via Verona Avenue development has been estimated based on trip generation rates published in the Institute of Transportation Engineers Trip Generation Manual, 9 th Edition. TABLE 3 ANTICIPATED TRIP GENERATION presents a summary of the anticipated number of automobile trips generated by the proposed development without any adjustment factors for local conditions. TABLE 3 ANTICIPATED TRIP GENERATION LAND USE UNITS AM PEAK HOUR PM PEAK HOUR IN OUT IN OUT Apartment Townhouse Total The above ITE rates are reflective of trip generation values that are specific to suburban areas with little to no transit service and are therefore considered an overestimation of trip generation. In consideration of the City of Ottawa investments in alternative modes of transportation, the auto trips above can be equated as person trips and then used to determine the resulting trip generation for each mode. Based on the 2011 Origin-Destination survey conducted by the TRANS Committee for the National Capital Region, the average auto occupancy rate in the City of Ottawa is approximately 1.2 persons per vehicle. In recognition that the ITE data does not account for non-auto trips, an additional 10% has been assumed to make up this difference and therefore a conversion rate of 1.3 shall be used. The generation values presented above have been increased by this rate to obtain person trips. The O-D Survey identifies the following modal share rates for the South Nepean area: Auto Driver, 61% Auto Passenger, 8% Public Transit, 27% Non-Auto (Active), 4% MARCH

16 TABLE 4 TRIP GENERATION SUMMARY BY MODE presents a summary of the trips generated as described above, including relevant reduction factors. TABLE 4 TRIP GENERATION SUMMARY BY MODE TRAVEL MODE MODAL AM PEAK HOUR PM PEAK HOUR SHARE IN OUT TOTAL IN OUT TOTAL Total Person Trips 100% Auto Driver 61% Auto Passenger 8% Public Transit 27% Non Auto Modes 4% New Auto Trips The above modal share is representative of existing conditions based on survey data for the South Nepean (Barrhaven) area. Given the proximity to the Longfields Transitway station, it is likely that the volume of new auto trips is an overestimation and represents a worst-case condition. Based on the distribution of parking on site, it is assumed that 60% of the sitegenerated traffic will use Via Verona Avenue while the remaining 40% will use Via Chianti Grove to access Longfields Drive. 4.2 Intersection Capacity Analyses An intersection capacity analysis has been carried out for the intersection of Longfields Drive and Via Verona Avenue using weekday peak hour traffic volumes illustrated above in Section 3.4 above. The intersection of Longfields Drive and Via Verona Avenue has stop-control on the Via Verona approach only and is therefore considered an unsignalized intersection. The intersection capacity of unsignalized intersection, is commonly expressed by the manner in which an intersection functions in terms of the Level of Service it provides. In qualitative terms, the Level of Service defines operational conditions within a traffic stream and their perception by motorists. A level-of-service definition generally describes these conditions in terms of such factors as delay, speed and travel time, freedom to manoeuvre, traffic interruptions, safety, comfort and convenience. Level of Service can also be related to the ratio of the volume to capacity (v/c), which is simply the relationship of the traffic volume (either measured or forecast) to the capability of the intersection or road section to accommodate a given traffic volume. This capability varies depending on the factors described above. Levels of Service are given letter designations from A to F. Level of Service A represents the best operating conditions and Level of Service E represents the level at which the intersection or an approach to the intersection is carrying the MARCH

17 maximum traffic volume that can, practicably, be accommodated. Level of Service F indicates that the intersection is operating beyond its theoretical capacity. The City of Ottawa s policy is that, outside the Inner Area of the city, a Level of Service D (v/c 0.90) is the minimum operating condition in which an intersection should perform. Should an intersection exceed this operating requirement, mitigation measures may be required to address the capacity issues of the intersection. Unsignalized Intersections: For unsignalized intersections, the Level of Service is defined in terms of the average movement delays at the intersection. This is defined as the total elapsed time from when a vehicle stops at the end of the queue until the vehicle departs from the stop line, this includes the time required for a vehicle to travel from the last in queue position to the first in queue position. The average delay for any particular minor movement at the unsignalized intersection is a function of the capacity of the approach and the degree of saturation. The Highway Capacity Manual 2010 (HCM), prepared by the Transportation Research Board, includes the Levels of Service criteria for unsignalized intersections shown in the left margin of this page. The criteria are related to average movement delays at the intersection, measured in seconds. The unsignalized intersection capacity analysis technique included in the HCM and used in this study, provides an indication of the Level of Service for each movement of the intersection under consideration. By this technique, the performance of the unsignalized intersection can be compared under varying traffic conditions, using the Level of Service concept in a qualitative sense. One unsignalized intersection can be compared with another unsignalized intersection using this concept. Level of Service E represents the capacity of the movement under consideration and generally, in large urban areas, Level of Service D is considered to represent an acceptable operating condition (Level of Service E is considered an acceptable operating condition for planning purposes for intersections located in Ottawa s Urban Core the downtown and its vicinity). Level of Service F indicates that the movement is operating beyond its design capacity. MARCH

18 INTERSECTION Existing (2015) Traffic The results of the intersection capacity analyses under existing (2015) traffic conditions are presented in Table 6 below: TABLE 5 INTERSECTION CAPACITY ANALYSIS, EXISTING (2015) TRAFFIC, presents the results of the intersection capacity analyses for the weekday morning and weekday afternoon peak hours. TRAFFIC CONTROL TABLE 5 INTERSECTION CAPACITY ANALYSIS EXISTING (2015) TRAFFIC AM PEAK HOUR OVERALL LOS (DELAY) CRITICAL MOVEMENTS (DELAY) PM PEAK HOUR CRITICAL OVERALL LOS MOVEMENTS (DELAY) (DELAY) Via Verona Ave & Longfields Drive Unsignalized C (15.2s) EBL (15.2s) B (13.3s) EBL (13.3s) The results of the intersection capacity analyses indicate that the intersection of Via Verona Drive and Longfields Drive is presently operating an acceptable level of service and has sufficient capacity to accomodate additional traffic. As confirmed by direct observation and predicted by the above analysis, queue lengths rarely exceed 1 vehicle length on Via Verona Avenue during weekday peak hour traffic conditions. Details of the intersection capacity analysis summarized above is included in APPENDIX 6 INTERSECTION CAPACITY ANALYSES. MARCH

19 5.0 Findings and Conclusions Based on the traffic analyses undertaken in this Transportation Brief, the main findings, conclusions and recommendations are as follows: The development is expected to generate new automobile trips in the order of vehicles during the weekday peak hours. Existing traffic volumes at the intersection of Via Verona Avenue are relatively light and the intersection is presently operating at an acceptable level of service with residual capacity to accommodate future traffic growth in the area. Relaxation of the Private Approach By-law is requested to accommodate a third driveway on Via Verona Avenue. Given the infrequent occurrence of waste collection, it is unlikely to present significant operational or safety concerns for motorists or pedestrians. In summary, the overall conclusion of this Transportation Brief is that traffic generated by the proposed development at 455 Via Verona Avenue can be safely accommodated on the adjacent road network. Transportation Analysis Conducted By: IBI GROUP David Hook, P.Eng. Project Engineer, Transportation J:\38072-VIAVerona\5.2 Reports\5.2.4 Transportation\ Traffic Impact\Transportation Brief Via Verona ( ).doc\ \DH MARCH