1223 Michael Street, Suite 1, Ottawa, Ontario K1J 7T2 P: +1 613.738.416 F: +1 613.739.715 www.parsons.com September 27, 216 Jean-Guy Rivard c/o Valecraft Homes 1455 Youville Drive Suite 21 Ottawa, Ontario K1C 6Z7 Reference: 47677-1 Attention: Danny Page Manager of Planning and Land Development RE: Traffic Analysis Update: 195 Meandering Brook Drive Development 1. INTRODUCTION With there now being a revised Site Plan with fewer units and with it being a number of years since the original traffic study was done for this project, there is a desire to have a new analysis done that looks at the following: The new (reduced) peak hour traffic generation from the revised Site Plan; The current and projected (existing plus site-generated traffic) warrants for traffic signals at the /Meandering Brook intersection; The current vehicle collision history at the /Meandering Brook intersection; and The projected need for westbound right-turn lanes at the /Meandering Brook and Site Rightin/Right-out Driveway intersections. The analysis of these topics has been done and the results are summarized in the ensuing Sections of this report. The new Site Plan is provided as Figure 1. 2. SITE- GENERATED TRAFFIC Appropriate vehicle trip generation rates for the proposed development, consisting of 96 townhouse units and 6 apartment units, were obtained from the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. As ITE trip generation surveys only record vehicle trips and typically reflect highly suburban locations (with little to no access by travel modes other than private automobiles), adjustment factors appropriate to the more urban study area context were applied to attain estimates of person trips for the proposed development. This approach is considered appropriate within the industry for urban infill developments. To convert ITE vehicle trip rates to person trips, an auto occupancy factor and a non-auto trip factor were applied to the ITE vehicle trip rates. Our review of available literature suggests that a combined factor of approximately 1.3 is considered reasonable to account for typical North American auto occupancy values of approximately 1.15 and combined transit/non-motorized modal shares of less than 1%.
Figure 1: Site Plan
Traffic Analysis Update: 195 Meandering Brook Drive Development September 216 The following series of tables summarizes the steps for arriving at the new site-generated peak hour vehicle trip, which are provided in Table 5. Table 1 ITE Vehicle Trip Generation Rates Land Use Data Source Trip Rate AM Peak PM Peak Townhome ITE 23.44.52 Apartment ITE 22.51.62 Table 2 Modified Person Trip Generation Rates Land Use Data Source Person Trip Rate AM Peak PM Peak Townhome ITE 23.57.68 Apartment ITE 22.66.81 Note: 1.3 factor to account for typical North American auto occupancy values of approximately 1.15 and combined transit and nonmotorized modal shares of less than 1% Table 3 ITE Fitted Curve Equations Land Use Data Source AM Peak Fitted Curve Equation PM Peak Townhome ITE 23 Ln(T)=.8(x) +.26 Ln(T)=.82(x) +.32 Apartment ITE 22 T=.49(x) + 3.73 T=.55(x) + 17.65 Table 4 Modified Person Trip Generation Land Use Data AM Peak (Person Trips/hr) PM Peak (Person Trips/hr) Area Source In Out Total In Out Total Total Site Units 16% 84% 66% 34% Townhome ITE 23 96 units 1 55 65 5 26 76 Units 19% 81% 65% 35% Apartment ITE 22 6 units 8 35 43 42 24 66 Total 18 9 18 92 5 142 Table 5 Total Site Trip Generation Travel Mode Mode Share AM Peak (Person Trips/hr) PM Peak (Person Trips/hr) In Out Total In Out Total Auto Driver 55% 1 5 6 51 28 79 Auto Passenger 15% 3 13 16 14 7 21 Transit 2% 4 18 22 18 1 28 Non-motorized 1% 1 9 1 9 5 14 Total Person Trips 1% 18 9 18 92 5 142 Total 'New' Auto Trips 1 5 6 51 28 79 3
Albion 15(7) 2(14) Meadering Brook STOP 15(7) STOP Bank Traffic Analysis Update: 195 Meandering Brook Drive Development September 216 As noted in Table 5, the current Site Plan is projected to generated approximately 1 vph inbound and 5 vph outbound during the morning peak hour and 51 vph inbound and 2 vph outbound during the afternoon peak hour. Based in part on the current distribution of existing traffic at the /Meandering Brook intersection, the assignment of new site-generated traffic to both the /Meandering Brook and Site Right-in/Right-out intersections is depicted in Figure 2. Figure 2: Assignment of Site-Generated Peak Hour Traffic SITE 2(1) 15(7) 5(2) 2(1) 3(3) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes 3. CURRENT AND PROJECTED WARRANTS FOR TRAFFIC SIGNALS AT THE LESTER/MEANDERING BROOK INTERSECTION As the City s most current counts at the /Meandering Brook intersection are dated May 21 and August 211, it was appropriate for Parsons to conduct a current 216 count. This count was done Tuesday September 13 and Wednesday September 14, 216. The three above-noted counts are included in Appendix 1. With regard to projected conditions at the subject intersections, these were determined by adding the new Site Plan s projected peak hour traffic (Figure 2) to the September 216 Parsons count. The resultant volumes are depicted in Figure 3. 4
Albion 65(23) 75(37) Meadering Brook STOP 15(7) STOP Bank Traffic Analysis Update: 195 Meandering Brook Drive Development September 216 Figure 3: Projected Peak Hour Traffic Volumes SITE 18(54) 55(313) 5(2) 553(36) 17(67) 279(551) 334(574) xx (yy) AM Peak Hour Volumes PM Peak Hour Volumes Traffic Signal Warrant Analysis was undertaken at the /Meandering Brook intersection for both the current September 216 volume, and for the projected (existing plus site) volumes. The analysis sheets are included in Appendix 2, with the results being that for the existing volumes the warrants are only 4% satisfied and for the projected (existing plus site) conditions, the warrants are only 56% satisfied. These percentages are less than identified in previous analysis as existing traffic on Meandering Brook Drive is less, as is the projected traffic from the new Site Plan. 4. COLLISON HISTORY AT LESTER/MEANDERING BROOK In June 216, Parson put in a request to the City of Ottawa for the 3 year collision history at the above-noted intersection. We were subsequently advised by the City staff that there have been no collisions at this intersection for the last 3 years. 5. WESTBOUND RIGHT-TURN LANE REQUIREMENTS The current functional plan for potential modifications along the site s Road frontage includes westbound right-turn lanes at both the site s right-in/right-out driveway connection to and at the /Meandering Brook intersection. The City has asked that we reassess the need for these right turn lanes based on existing and site-generated traffic volumes. As a general guideline, right-turn lanes are required when there are either 6 vph turning right, or when 1% of the total traffic traveling in the same direction is turning right. With the lower site-generated traffic because of the reduction in units, these guidelines may no longer be met. For the /Meandering Brook intersection, the projected afternoon peak hour volume is 54 vph, with this volume being 14% of the total westbound traffic at this location. Based on this combination, plus the fact that the 21 count showed 78 vph turning right, a westbound right-turn lane continues to be recommended. It is very noteworthy, however, that new Site Plan traffic added to this intersection is only 2 vph and 1 vph, during the morning and afternoon peak hours respectively, as depicted in Figure 2. As such, it is the existing conditions that would drive the need for the right-turn lane and not new site-generated traffic. 5
Traffic Analysis Update: 195 Meandering Brook Drive Development September 216 For the /Site Driveway intersection, the projected afternoon peak hour volume is 2 vph, with this being only 5% of the total westbound volume at this location. As such, it appears that a right-turn lane is not warranted at this location, due the reduced site traffic generation. 6. FINDINGS, CONCLUSIONS AND RECOMMENDATIONS The findings and conclusions based on the foregoing analysis, are as follows: As the current Site Plan has 113 fewer units (156 versus 269) than the previous Site Plan, there is a significant reduction in projected site-generated traffic. During the morning peak hour there are approximately 5 vph less, and during the afternoon peak hour, there are approximately 6 vph less. These are significant reductions. Using September 216 peak hour traffic volumes, the warrants for traffic signal controls at the /Meandering Brook intersection are only 4% met. When adding in projected additional traffic associated with the new Site Plan, the traffic signal warrants are only 56% met. There are no reported collisions at the /Meandering Brook intersection over the last 3 years. Applying right-turn lane guidelines to the projected (existing plus site) peak hour volumes at the /Meandering Brook and /Site Driveway intersections, results in the guideline being met for the /Meandering Brook intersection, but not met for the /Site Driveway intersection. It is very noteworthy, however, that new Site Plan traffic added to this intersection is only 2 vph and 1 vph, during the morning and afternoon peak hour respectively. As such, it is the existing conditions that would drive the need for the right-turn lane and not new site-generated traffic. Based on the foregoing, when accounting for traffic generated by the new Site Plan, it is recommended that: i) Traffic control signals are not warranted by volume, or required for safety reasons, at the /Meandering Brook intersection; ii) While a westbound right-turn lane is required at the /Meandering Brook intersection, it is because of existing traffic volumes and not the 1 to 2 vph added by the new Site Plan; and iii) A westbound right-turn lane is not needed (based on volume) at the /Site Driveway intersection. Sincerely, Ronald Jack, P.Eng. Senior Transportation Engineer Attachments 6
Appendix 1 Meandering Brook/ Traffic Counts 21 City of Ottawa 211 City of Ottawa 216 - Parsons
Appendix 2 Traffic Signal Warrants for /Meandering Brook Existing 216 volumes Projected (existing plus site) volumes
Existing Conditions /Meadering Brook - (peak hour signal warrant) Intersection Signal Warrant 1. Minimum Vehicular Volume 2. Delay to Cross Traffic Notes 1 Description (1) A Vehicle Volume, All Approaches for Each of the Heaviest 8 Hours of on Average Day, and (4) B Vehicle Volume, Along Minor Streets for Each of the Same 8 Hours (1) A Vehicle Volume, Along Major Street for Each of the Heaviest 8 Hours of an Average Day, and (2) B Combined Vehicle and Pedestrian Volume Crossing the Major Street for Each of the Same 8 Hours Minimum Requirement for Two- Compliance Lane Roadways Free Flow - Operating Speed Greater Than or Equal to 7 km/h Sectional % Entire % Warrant 48 11% 18 21% 48 93% 5 4% Vehicle Volume Warrants (1A), (2A) and (5B) for Roadways Having Two or More Moving Lanes in one Direction Should Be 25% Higher Than Values Given Above 2 For Definition of Crossing Volume Refer to Note 4 on the Signal Warrant Analysis Form B2.3.8 3 The Lowest Sectional Percentage Governs the Entire Warrant 4 For "T" Intersections the Warrant Values for Minor Street Should be Increased by 5% (Warrant 1B only) Average 8 Hour Volumes 21% 4% No Yes 4% No 17 2 17 21 AM Peak Hour Volumes 5 55 16 535 13 28 Meadering Brook PM Peak Hour Volumes 16 23 53 36 14 279 Meadering Brook Meadering Brook 37 551
Projected Conditions /Meadering Brook - (peak hour signal warrant) Intersection Signal Warrant 1. Minimum Vehicular Volume 2. Delay to Cross Traffic Notes 1 Description (1) A Vehicle Volume, All Approaches for Each of the Heaviest 8 Hours of on Average Day, and (4) B Vehicle Volume, Along Minor Streets for Each of the Same 8 Hours (1) A Vehicle Volume, Along Major Street for Each of the Heaviest 8 Hours of an Average Day, and (2) B Combined Vehicle and Pedestrian Volume Crossing the Major Street for Each of the Same 8 Hours Minimum Requirement for Two- Compliance Lane Roadways Free Flow - Operating Speed Greater Than or Equal to 7 km/h Sectional % Entire % Warrant 48 17% 18 28% 48 96% 5 56% Vehicle Volume Warrants (1A), (2A) and (5B) for Roadways Having Two or More Moving Lanes in one Direction Should Be 25% Higher Than Values Given Above 2 For Definition of Crossing Volume Refer to Note 4 on the Signal Warrant Analysis Form B2.3.8 3 The Lowest Sectional Percentage Governs the Entire Warrant 4 For "T" Intersections the Warrant Values for Minor Street Should be Increased by 5% (Warrant 1B only) Average 8 Hour Volumes 28% 56% No Yes 56% No 22 28 18 216 AM Peak Hour Volumes 65 75 18 55 21 28 Meadering Brook PM Peak Hour Volumes 23 37 54 313 17 279 Meadering Brook Meadering Brook 67 551