URBAN QUARRY HEADQUARTERS 2717 STEVENAGE DRIVE CITY OF OTTAWA TRANSPORTATION OVERVIEW. Prepared for: Urban Quarry 4123 Belgreen Drive, Ottawa K1G 3N2

Transcription

1 URBAN QUARRY HEADQUARTERS 2717 STEVENAGE DRIVE CITY OF OTTAWA TRANSPORTATION OVERVIEW Prepared for: Urban Quarry 4123 Belgreen Drive, Ottawa K1G 3N2 February 27, Overview_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 Scope of Work ADJACENT ROADS AND INTERSECTIONS PROPOSED DEVELOPMENT Trip Generation Trip Distribution TRANSPORTATION IMPACT Background and Total Traffic Volumes Traffic Analysis Site Circulation of Traffic Transit Facilities FINDINGS APPENDIX LIST OF FIGURES 1.1 SITE LOCATION PLAN YEAR 2014 EXISTING PEAK AM AND PM HOUR TRAFFIC COUNTS CONCEPTUAL SITE PLAN WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS YEAR 2020 PEAK AM AND PM HOUR BACKGROUND TRAFFIC YEAR 2020 PEAK AM AND PM HOUR TOTAL TRAFFIC LIST OF TABLES 3.1 PEAK HOUR SITE TRIPS GENERATED SITE ACCESS/STEVENAGE LoS & 95 th Percentile Queue STEVENAGE/OVERTON LoS & 95 th Percentile Queue... 12

3 URBAN QUARRY HEADQUARTERS 2717 STEVENAGE DRIVE, OTTAWA TRANSPORTATION OVERVIEW 1. INTRODUCTION The Urban Quarry is currently preparing a Site Plan Application for their headquarter building at 2717 Stevenage Drive in the City of Ottawa. The site is located at the northeast corner of the intersection of Stevenage Drive and Overton Drive, approximately 300 m east of Hawthorne Road. Figure 1.1 shows the location of the site. The Urban Quarry Headquarters is currently located at 4123 Belgreen Drive which is approximately 520 m east along Stevenage Drive and Belgreen Drive from the proposed site. The purpose of the move is to provide a larger area for stock and office space. The construction of the headquarters is expected to be substantially completed by the year The proposed Urban Quarry Headquarters will be a two storey building providing office, warehouse space, and a show room. The Site Plan proposes two site accesses. The first access will be onto Stevenage Drive and the second onto Overton Drive. The proposed site is expected to generate fewer than 76 vehicles per peak hour, and would not generate the required number of new trips which would trigger the preparation of a Transportation Assessment report as documented in the Transportation Impact Assessment Guidelines. As part of the Site Plan Application, City of Ottawa staff has requested that a be prepared due to the low volume of new trips generated by the site. The current zoning of the lands will support the proposed redevelopment of the site. 1.1 Scope of Work The would examine the operation of the Stevenage/Overton intersection using the current 2014 traffic counts, and the site access onto Stevenage Drive and the Stevenage/Overton intersection at the year 2020 which represents five years beyond build out of the site. Overton Drive is a local commercial road with a very low volume of traffic, therefore the site access onto Overton Drive was not included in the analysis. The traffic analysis was conducted for the weekday peak AM and PM hours of the adjacent roads which would coincide with the peak time period for both the site and roadways. 2. ADJACENT ROADS AND INTERSECTIONS The site is located on the north side of Stevenage Drive. Stevenage Drive is a local commercial road with a rural cross section. The road has a paved surface of approximately 7.5 m in width

4 2 FIGURE 1.1 SITE LOCATION PLAN

5 3 with gravel shoulders. There are no sidewalks along the road or any parking restrictions in the vicinity of the site. The road has a posted speed limit of 40 km./h. Overton Drive is a local commercial road which is adjacent to the west limit of the site. The road links Stevenage Drive to Glenfield Drive, which links back to Stevenage Drive. Overton Drive and Glenfield Drive serve adjacent commercial businesses and produce only local traffic. Overton Drive has a paved surface of approximately 7 m with gravel shoulders and no sidewalks. The posted speed limit is 40 km./h. The intersection of Stevenage Drive and Overton Drive is a T intersection with Stevenage Drive forming the eastbound and westbound approaches, and Overton Drive the southbound approach. The intersection is controlled by a stop sign at the southbound Overton Drive approach. All approaches comprise of a single lane with no exclusive turn lanes. Figure 2.1 shows the weekday peak AM and PM hour traffic counts taken by the consultant on February 12, 2014 at the Stevenage/Overton intersection. The counts determined the peak AM hour to occur between 7:15 and 8:15, and the peak PM hour between 4:00 and 5: PROPOSED DEVELOPMENT The site for the proposed Urban Quarry Headquarters building will be located at 2717 Stevenage Drive, at the northeast corner of the Stevenage/Overton intersection. The proposed industrial building will contain a two storey office and showroom building, connected to a larger one storey manufacturing hall and warehouse. The site is a manufacturing plant for granite counter tops. The plant will be operating five days a week, 18 hours per day. The operation will have a day shift, and a smaller evening shift for manufacturing. The building will contain offices, a show room for wholesale customers who visit by appointment only, a manufacturing operation, and crews who install the granite counter tops. The Urban Quarry headquarters building will contain 3, m 2 of ground floor space and m 2 of second floor space for a total of 4, m 2 of gross floor area. The site will have one access onto Stevenage Drive approximately 50 m east of the Stevenage/Overton intersection (centreline to centreline), and a second access onto Overton Drive approximately 60 m north of the Stevenage/Overton intersection (centreline to centreline). The Stevenage Drive access would be 7.2 m in width and consist of one lane entering and one lane exiting. This access would be used by office staff and customers. The Overton Drive access would be 9.0 m in width and contain one lane entering and one lane exiting. This access would be used by employees who park at the rear of the building, and the installation trucks and delivery trucks travelling to/from the rear of the building. The Site Plan provides 45 parking spaces at the front of the building which includes 2 barrierfree spaces, and 34 spaces at the rear of the building within a fenced area.

6 4 FIGURE 2.1 YEAR 2014 EXISTING PEAK AM AND PM HOUR TRAFFIC COUNTS

7 5 The site is currently vacant and zoned IH which permits the intended use of the lands. The land uses adjacent to the site are industrial. The Urban Quarry Headquarters site is expected to be substantially completed by the year 2015, with Figure 3.1 showing a conceptual site plan of the development. 3.1 Trip Generation The number of site generated trips was determined by discussions with the owners and operators of the Urban Quarry site at the existing 4123 Belgreen Drive location. The expected trips would consist of 35 employees arriving between 6:00 and 7:45 AM, or 30 employees during the peak AM hour of 7:15 to 8:15. Exiting the site during the peak AM hour would be 4 install trucks destined to various job sites. During the peak 4:00 to 5:00 PM period, the 30 employees would exit the site and the evening shift of 5 employees would enter the site along with the 4 install trucks returning to the plant. The study has assumed that each employee has arrived by car with occupancy of one person per vehicle. The plant would have 2 supply trucks of granite during the day, but they would not arrive during peak hours when employees and install trucks are arriving and leaving. There would also be 8 to 10 wholesale customers per day with appointments scheduled between 8:30 AM and 4:00 PM which would be outside the peak hours of the building and adjacent roads. The study therefore has not accounted for delivery trucks and customers during the peak hours of the analysis. Table 3.1 summarizes the peak AM and PM hour trips entering and exiting the site. TABLE 3.1 PEAK HOUR SITE TRIPS GENERATED UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR. TOTAL ENTER EXIT TOTAL ENTER EXIT Employees Install Trucks Total Trips Trip Distribution The distribution of site generated trips was determined by examining the surrounding roadway network and the possible routes employees would travel from residential areas to the plant. The study has therefore assumed the following distribution of trips along Stevenage Drive for both the peak AM and PM hours: To/From the East (Hawthorne Road) - 95 percent To/From the West (Russell Road) - 5 percent

8 6 FIGURE 3.1 CONCEPTUAL SITE PLAN

9 7 Figure 3.2 shows the expected distribution of site generated trips during the weekday peak AM and PM hours. 4. TRANSPORTATION IMPACT The study will examine the operation of the Stevenage/Overton intersection and the site s access onto Stevenage Drive. The time period of the analysis would be the years 2014 (existing counts) and 2020 for the operation of the Stevenage/Overton intersection, and the year 2020 for the Stevenage Access intersection which represents five years beyond substantial completion of the Urban Quarry Headquarters. The analysis will use 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. 4.1 Background and Total Traffic Volumes The 2020 background traffic volumes used in the study analysis represents the future volume of traffic at the Stevenage/Overton intersection which does not include the expected traffic from the site. With historical traffic counts unavailable at the intersection, the study has assumed an annual growth of 2.0 percent in order to increase the 2014 traffic counts to the expected background traffic at the year The study has increased the existing 2014 traffic volumes (Figure 2.1) at each approach to the Stevenage/Overton intersection by a growth factor of to produce the expected 2020 background traffic volumes. The 2020 peak AM and PM hour volume of background traffic is shown in Figure 4.1. The 2020 total volume of traffic is the addition of the site generated trips of Figure 3.2 and the 2020 background traffic of Figure 4.1. The 2020 total traffic volumes are shown in Figure 4.2.

10 8 FIGURE 3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS

11 9 FIGURE 4.1 YEAR 2020 PEAK AM AND PM HOUR BACKGROUND TRAFFIC

12 10 FIGURE 4.2 YEAR 2020 PEAK AM AND PM HOUR TOTAL TRAFFIC

13 Traffic Analysis The report will examine the operation of the site access onto Stevenage Drive, and the Stevenage/Overton intersection. The results of the analysis are discussed in detail in the following sections: Site Access and Stevenage Drive Intersection The site access onto Stevenage Drive is located approximately 50 m (centreline to centreline) east of Overton Drive. The access has a pavement width of 7.2 m and would form the south approach to the T intersection. Stevenage Drive would form the eastbound and westbound approaches. All approaches would consist of a single lane. The southbound access approach would be a shared left/right turn movement and the eastbound Stevenage Drive approach a shared left/through movement. The operational analysis was conducted for the expected volume of traffic at the year The analysis determined that all approaches to the access intersection would function at a Level of Service (LoS) A during both the peak AM and PM hours. The 95 th percentile queue at the eastbound Stevenage Drive approach would be 0.02 vehicles during the peak AM hour. The 95 th percentile queue at the southbound site access approach would be 0.03 vehicles during the peak PM hour, with the site plan providing a clear throat distance of approximately 21 m (3 vehicles). Table 4.1 summarizes the findings of the analysis with the analysis sheets provided in the Appendix as Exhibit 1 for the peak AM hour and Exhibit 2 the peak PM hour. TABLE 4.1 SITE ACCESS /STEVENAGE LoS & 95 th Percentile Queue Intersection Approach PEAK AM HOUR YEAR 2020 PEAK PM HOUR YEAR 2020 LoS Q 95 (Veh.) LoS Q 95 (Veh.) EB Left/Through Stevenage A 0.02 A 0.00 SB Left/Right Access A 0.00 A 0.03 Stevenage Drive and Overton Drive Intersection The intersection of Stevenage Drive and Overton Drive is a T intersection with Stevenage Drive forming the eastbound and westbound approaches and Overton Drive the southbound approach. The eastbound Stevenage Drive approach would consist of a single shared left/through movement lane, and the southbound Overton Drive approach a single shared left/right turn lane with the approach controlled by a stop sign. The operational analysis using the traffic counts taken on February 12, 2014 (exclusive of the site generated trips) determined that all approaches operated at a LoS A during both the peak

14 12 AM and PM hours. Table 4.2 summarizes the operation of the intersection with the analysis sheets provided as Exhibit 3 and Exhibit 4. At the year 2020 the Stevenage/Overton intersection continued to operate at a LoS A at all approaches during the peak AM and PM hours. The southbound Overton Drive approach, which will include site trips from the site s Overton Drive access, would experience a 95 th percentile queue of 0.16 vehicles during the 2020 peak PM hour. The eastbound Stevenage Drive approach would experience a 95 th percentile queue of 0.08 vehicles during the peak AM hour. At no approach did vehicular queuing interfere with the operation of private accesses along Stevenage Drive or Overton Drive. Table 4.2 summarizes the analysis with the analysis sheets provided as Exhibit 5 and Exhibit 6. TABLE 4.2 STEVENAGE/OVERTON LoS & 95 th Percentile Queue Intersection Approach PEAK AM HOUR (2014) 2020 PEAK PM HOUR (2014) 2020 LoS Q 95 (Veh.) LoS Q 95 (Veh.) EB Left/Through Stevenage (A) A (0.02) 0.08 (A) A (0.03) 0.05 SB Left/Right Overton (A) A (0.03) 0.06 (A) A (0.07) Site Circulation of Traffic The proposed Site Plan shows an efficient movement of vehicles throughout the site. Office workers and customers would mainly use the Stevenage Drive access, and warehouse workers and installers along with delivery trucks would mainly use the Overton Drive access. The Stevenage Drive access would provide sufficient clear throat distance for queued vehicles exiting the site. 4.4 Transit Facilities OC Transpo Route 192 travels along Stevenage Drive past the site with bus stops located in close proximity at the Stevenage/Overton intersection.

15 13 5. FINDINGS The Urban Quarry Headquarters has proposed the relocation of their existing manufacturing facility at 4123 Belgreen Drive to 2717 Stevenage Drive. The move is intended to provide more office and warehouse space. The Urban Quarry manufactures and installs granite counter tops at a wholesale level. The site is approximately 1.70 hectares in size and comprises of vacant land. The existing zoning of the land will support the intended industrial use of the site. The proposal is to construct a two storey building with a gross floor area of 4, m 2 which will contain the offices, showroom, and warehouse for the headquarters building. The site will have two access points. The first would be onto Stevenage Drive which would be mainly for office workers and customers, and a second access onto Overton Drive which would be mainly used by warehouse and install workers along with receiving deliveries. The proposed building is expected to be substantially completed and occupied by the year With the site proposing to generate fewer than 76 new trips during the peak hour, City of Ottawa staff has requested that a be prepared which would address the number of site trips and operation of the site access. The study analysis has examined the site access onto Stevenage Drive and Stevenage/Overton intersection for the impact of the site during the weekday peak AM and PM hours of the adjacent roads at a time period of five years beyond the completion of the site (2020). The findings and recommendations of the study are summarized in the following: 1) The trip generation analysis determined that the proposed development would generate 34 vehicles during the peak AM hour and 39 vehicles during the peak PM hour. 2) The site accesses onto Stevenage Drive and Stevenage/Overton intersection were determined to function at an acceptable level of service for the expected 2020 traffic volumes, with all approaches functioning at a LoS A during the peak AM and PM hours. The site accesses would be constructed as private approaches as shown on the Site Plan, with no required modifications to Stevenage Drive or the Stevenage/Overton intersection due to the development of the site. Prepared by: David J. Halpenny, P. Eng.

16 14 APPENDIX OPERATIONAL ANALYSIS WORK SHEETS

17 15 EXHIBIT 1 YEAR 2020 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Site Access/Stevenage HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Site Access/Stevenage Analysis Year: Year 2020 Project ID: Urban Quarry Stevenage Drive East/West Street: Stevenage Drive North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 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 Volume 0 1 Peak Hour Factor, PHF Hourly Flow Rate, HFR 0 1 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) 9 1 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.5 Approach LOS A

18 16 EXHIBIT 2 YEAR 2020 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Site Access/Stevenage HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Site Access/Stevenage Analysis Year: Year 2020 Project ID: Urban Quarry Stevenage Drive East/West Street: Stevenage Drive North/South Street: Site Access Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 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 Volume 1 9 Peak Hour Factor, PHF Hourly Flow Rate, HFR 1 9 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) 2 10 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.1 Approach LOS A

19 17 EXHIBIT 3 YEAR 2014 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Stevenage/Overton HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Stevenage/Overton Analysis Year: February 12, 2014 Project ID: Urban Quarry Stevenage Drive East/West Street: Stevenage Drive North/South Street: Overton Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 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 Volume 0 7 Peak Hour Factor, PHF Hourly Flow Rate, HFR 0 7 Percent Heavy Vehicles 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) 10 7 C(m) (vph) v/c % queue length Control Delay LOS A A Approach Delay 9.6 Approach LOS A

20 18 EXHIBIT 4 YEAR 2014 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Stevenage/Overton HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Stevenage/Overton Analysis Year: February 12, 2014 Project ID: Urban Quarry Stevenage Drive East/West Street: Stevenage Drive North/South Street: Overton Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 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 Volume 8 9 Peak Hour Factor, PHF Hourly Flow Rate, HFR 8 9 Percent Heavy Vehicles 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 9.7 Approach LOS A

21 19 EXHIBIT 5 YEAR 2020 PEAK AM HOUR TOTAL TRAFFIC ANALYSIS Stevenage/Overton HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak AM Hour Intersection: Stevenage/Overton Analysis Year: Year 2020 Project ID: Urban Quarry Stevenage Drive East/West Street: Stevenage Drive North/South Street: Overton Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 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 Volume 1 12 Peak Hour Factor, PHF Hourly Flow Rate, HFR 1 13 Percent Heavy Vehicles 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 Approach LOS A

22 20 EXHIBIT 6 YEAR 2020 PEAK PM HOUR TOTAL TRAFFIC ANALYSIS Stevenage/Overton HCS+: Unsignalized Intersections Release 5.6 TWO-WAY STOP CONTROL SUMMARY Analysis Time Period: Peak PM Hour Intersection: Stevenage/Overton Analysis Year: Year 2020 Project ID: Urban Quarry Stevenage Drive East/West Street: Stevenage Drive North/South Street: Overton Drive Intersection Orientation: EW Study period (hrs): 0.25 Vehicle Volumes and Adjustments Major Street: Approach Eastbound Westbound Movement 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 Volume Peak Hour Factor, PHF Hourly Flow Rate, HFR Percent Heavy Vehicles 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 9.8 Approach LOS A