office/retail development 1625 bank street ottawa, …

OFFICE/RETAIL DEVELOPMENT

1625 BANK STREET

OTTAWA, ONTARIO

TRANSPORTATION BRIEF

Prepared for:

9402209 Canada Inc.

December 15, 2015

115-625 Report_2.doc

D. J. Halpenny & Associates Ltd. Consulting Transportation Engineers P.O. Box 774, Manotick, ON K4M 1A7 - Tel (613) 692-8662 - Fax (613) 692-1945

Office/Retail Development 1625 Bank Street, Ottawa Transportation Brief

TABLE OF CONTENTS

PAGE

1. INTRODUCTION ....................................................................................................................... 1

1.1 Scope of Work ................................................................................................................ 1

2. EXISTING ROADWAY NETWORK ........................................................................................ 3

3. PROPOSED DEVELOPMENT ................................................................................................... 4

3.1 Trip Generation ............................................................................................................... 4

3.2 Trip Distribution ............................................................................................................. 8

4. TRANSPORTATION IMPACT .................................................................................................. 8

4.1 Background Traffic Volumes ....................................................................................... 10

4.2 Total Traffic Volumes .................................................................................................. 10

4.3 Traffic Analysis ............................................................................................................ 15

4.4 Site Circulation ............................................................................................................. 17

4.5 Transportation Demand Management (TDM) .............................................................. 17

5. FINDINGS AND RECOMMENDATIONS .............................................................................. 18

APPENDIX ............................................................................................................................................. 20

LIST OF FIGURES

1.1 SITE LOCATION PLAN ............................................................................................................ 2

2.1 EXISTING WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS ............................ 5

3.1 CONCEPTUAL SITE PLAN ....................................................................................................... 6

3.2 WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS ..................................... 9

4.1 YEAR 2017 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC ............... 11

4.2 YEAR 2022 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC ............. 12

4.3 YEAR 2017 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC ............................ 13

4.4 YEAR 2022 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC ............................ 14

LIST OF TABLES

3.1 SITE INVENTORY ..................................................................................................................... 4

3.2 TRIP GENERATION RATES .................................................................................................... 7

3.3 PEAK HOUR SITE TRIPS GENERATED ................................................................................. 7

4.1 ANOKA/BANK - LoS & Delay ................................................................................................. 15

4.2 BANK/HERON - LoS & Volume to Capacity (v/c) ................................................................... 16


OFFICE/RETAIL DEVELOPMENT

1625 BANK STREET

OTTAWA, ONTARIO

TRANSPORTATION BRIEF

1. INTRODUCTION

The owners of land at 1625/1629 Bank Street have prepared a Site Plan for the development of a

1,702 m2 parcel of land. The land is located on the southeast corner of the intersection of Bank

Street and Anoka Street and has a municipal address of 1625 Bank Street. The development will

consist of a two storey building which would have the first floor dedicated as retail space and the

second floor as office space. The site will have one access onto Anoka Street which accesses the

surface parking which provides 20 spaces. The development is expected to be completed and

substantially occupied by late 2016 or 2017. The location of the site is shown in Figure 1.1.

The owner of the property has retained the firm of D. J. Halpenny & Associates Ltd. to prepare a

traffic study report in support of the Site Plan Application for the land. The study will determine

the expected volume of site generated trips during the weekday peak AM and PM hours, and

examine the impact of the site trips on the adjacent roads at the completion of the development.

The study will determine the operation of the intersections in close proximity to the site, and

recommend roadway modifications if required due to the development of the site.

1.1 Scope of Work

The scope of the traffic study is to examine the operation of the site access with respect to its

proximity to the intersection of Anoka Street and Bank Street, and the operation of adjacent

intersections which may be impacted by the traffic generated by the development. The number

of new site generated trips and gross floor area of the proposed office/retail building would not

trigger the requirement of a Transportation Assessment Study as documented in the City of

Ottawa Transportation Impact Assessment Guidelines, 2006. As part of the Site Plan

Application, City of Ottawa staff has requested that a Transportation Brief report be prepared in

support of the submission.

The Transportation Brief report will address the operation of the site access onto Anoka Street,

the intersection of Anoka Street and Bank Street, and intersection of Bank Street and Heron

Road. The traffic analysis will be completed for the existing traffic counts taken in 2014 and

2015, traffic at the year 2017 when the development is expected to be completed, and at the year

2022 which represents five years beyond completion of the development. The time period for

the study was taken as the weekday peak AM and PM hours of the adjacent streets which is

when both the trips to/from the office and retail building and the background traffic volumes on

the adjacent streets would be the highest.

Office/Retail Development Page 1625 Bank Street, Ottawa Transportation Brief

2

FIGURE 1.1

SITE LOCATION PLAN


3

2. EXISTING ROADWAY NETWORK

The site is located along the east side of Bank Street approximately 85 m south of the

Bank/Heron intersection (centreline to centreline). Bank Street is a north-south roadway

designated as an arterial road in the City of Ottawa Transportation Master Plan. Bank Street is a

four lane road with a shared left turn lane along the centre of the road in the vicinity of the site,

with raised medians at the approaches to the Bank/Heron intersection which control turning

movements at the intersection. Bank Street has a posted speed limit of 50 km./h. with no cycling

lanes. Pedestrian sidewalks exist along both sides of the roadway. Parking is prohibited along

both sides of Bank Street. The 2014 traffic counts along Bank Street past the site determined

that the Annual Average Daily Traffic volume (AADT) was approximately 25,000 vehicles.

The north limit of the site borders on Anoka Street. Anoka Street is an east-west local street with

a two lane rural cross section. The pavement width is approximately 6.5 m with no shoulders.

The street has no sidewalks and parking is prohibited along the south side of the road. The speed

limit is unposted at 50 km./h.

The surrounding neighbourhood consists of residential housing with the exception of

development along Bank Street. The surrounding streets (eg. Collins Avenue, Erie Avenue,

Edgehill Place) are designated as local streets. The streets are two lane streets with no sidewalks.

Heron Road is an east-west arterial road located approximately 85 m north of the site. The road

has a four lane divided cross section with a posted speed limit of 50 km./h. There are no cycling

lanes on Heron Road in the vicinity of Bank Street. Parking is prohibited along both sides of

Heron Road. Pedestrian sidewalks exist along both sides of Heron Road.

The Bank/Heron intersection is controlled by traffic signals with Bank Street forming the

northbound and southbound approaches, and Heron Road the eastbound and westbound

approaches. The intersection has signs prohibiting “U Turns” at the northbound and southbound

Bank Street approaches and eastbound Heron Road approach. The intersection has the following

lane configuration:

Northbound Bank Street - 2 left turn lanes (115 m vehicular storage)

1 through lane

1 shared through/right lane (channelized right)

Southbound Bank Street - 1 left turn lane

1 through lane

1 shared through/right lane (channelized right)

Eastbound Heron Road - 1 left turn lane

2 through lanes

1 right turn lane (channelized)

Westbound Heron Road - 1 left turn lane

2 through lanes

1 right turn lane

The Anoka/Bank intersection is a “T” intersection with Bank Street forming the northbound and

southbound approaches and Anoka Street forming the westbound approach. The intersection is


4

controlled by a stop sign at the Anoka Street approach. Turning movements at the intersection

are restricted to right-in/right-out movements onto Anoka Street which are controlled by a raised

centre median along Bank Street. The Anoka Street approach consists of one right turn lane, and

Bank Street consists of two northbound through lanes with no exclusive turn lanes onto Anoka

Street. The northbound approach to the Bank/Heron intersection has double left turn lanes which

extend approximately 115 m, and would extend past the Anoka/Bank intersection which is 65 m

south of the stop bar at the northbound approach to the Bank/Heron intersection.

Figure 2.1 shows the existing traffic volumes for the weekday peak AM and PM hours. The

counts at the Bank/Heron and Erie/Bank intersections were taken by City of Ottawa staff in

2014, and the counts at the Anoka Street and Collins Street approaches taken by the consultant in

2015. The Bank Street traffic was balanced south from Bank/Heron to the Anoka/Bank and

Collins/Bank intersections. Exhibit 1 in the Appendix provides the 2014 City of Ottawa counts

at the Bank/Heron intersection, and Exhibit 2 the counts at the Erie/Bank intersection.

3. PROPOSED DEVELOPMENT

The site at 1625 Bank Street comprises of the two properties at 1625 and 1629 Bank Street.

Each property currently has one residential home on the land with a total area of approximately

1,702 m2. Both properties are zoned AM1 [1913] “General Urban Area – Arterial Mainstreet”,

and the development also makes use of a residential lot at the rear currently zoned R2F for

parking. Development in the area is mainly residential to the east of the site, with properties

along Bank Street comprising of commercial and retail uses.

The proposed development will consist of one two storey mixed use building which will contain

retail on the ground floor and offices on the second floor. The total gross floor area of the

building would be 750 m2 (8,073 ft

2). The site would provide 20 parking spaces for vehicles and

storage for 4 bicycles. The site is expected to be completed by the end of 2016 or 2017. The site

will have one access onto Anoka Street which is adjacent to the north limit of the site. The site

access will be located approximately 50 m east of the curb line along Bank Street. Figure 3.1

presents a conceptual site plan of the development.

3.1 Trip Generation

The Transportation Brief report will examine the trips from the proposed retail and office uses.

Table 3.1 lists the uses and size of development on site.

TABLE 3.1

SITE INVENTORY

LAND USE AREA

RETAIL USE – Ground Floor 467 m2 5,027 ft

2

OFFICE USE – Second Floor 283 m2 3,046 ft

2


5

FIGURE 2.1

EXISTING WEEKDAY PEAK AM AND PM HOUR TRAFFIC COUNTS


6

FIGURE 3.1

CONCEPTUAL SITE PLAN


7

The trips were determined utilizing the statistical data published in the Institute of Transportation

Engineers (ITE) document, Trip Generation, 9th Edition. The trip generation analysis used the

average trip rates for a “Specialty Retail Center” and “Single Tenant Office Building” land use

for the time period of the peak hour of the adjacent street traffic. Table 3.2 presents the average

trip rates during the weekday peak AM and PM hour time periods for the proposed uses of the

building. The trip rate is not provided for the peak AM hour for the retail land use as the retail is

not expected to be open between 7:30 AM and 9:00 AM which is the peak time period of the

adjacent street traffic.

TABLE 3.2

TRIP GENERATION RATES

LAND USE TRIP GENERATION RATE

Peak AM Hr. Peak PM Hr.

Specialty Retail Center (ITE Land Use 826) - 2.71 T/1000 ft2

Single Tenant Office Building (ITE Land Use 715) 1.80 T/1000 ft2 1.74 T/1000 ft

2

The number of site generated trips from the proposed office/retail building utilized the trip rates

of Table 3.2 and the proportion of trips entering and exiting the site as documented in the ITE

manual. The City of Ottawa Transportation Master Plan 2013 has identified the 2011 peak

morning period as having a transit share of 22.4%, with a share expected to increase to 26.0% by

the year 2031. Public transit is readily available with OC Transpo Regular Route 1 travelling

along Bank Street past the site. With the frequency of service and close proximity of bus stops

to the site, the Transportation Brief analysis has applied a 25% transit share reduction to the site

generated trips to account for shared trips with transit. The analysis has assumed that the retail

on site will be a primary destination of trips. Table 3.3 shows the expected weekday peak AM

and PM hour site generated trips for the office/retail building.

TABLE 3.3

PEAK HOUR SITE TRIPS GENERATED

UNIT TYPE WEEKDAY PEAK AM HR. WEEKDAY PEAK PM HR.

TOTAL ENTER EXIT TOTAL ENTER EXIT

Retail Development - - - 14 6 (44%) 8 (56%)

Office Development 6 5 (89%) 1 (11%) 5 1 (15%) 4 (85%)

25% Transit Share Reduction -1 -1 -0 -5 -2 -3

TOTAL SITE TRIPS 5 4 1 14 5 9


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3.2 Trip Distribution

The site generated trips in Table 3.3 were distributed onto the surrounding roads utilizing the

peak AM and PM hour traffic counts taken by the City of Ottawa on May 15, 2014 at the

Bank/Heron intersection. The distribution of background traffic would best represent the

origin/destination trip pattern of commuters travelling to and from work during the weekday

peak AM and PM hours.

The trips generated by the site were proportioned along the adjacent roads to the following

distribution for both the weekday peak AM and PM hours:

To/From the north and along Bank Street 15%

To/From the south along Bank Street 30%

To/From the east along Heron Road 30%

To/From the west along Heron Road 25%

Figure 3.2 shows the expected distribution of site trips for the proposed office/retail building

during the weekday peak AM and PM hours.

4. TRANSPORTATION IMPACT

The study will examine the operation of the Anoka/Bank intersection and the impact the

intersection would have on the operation of the site access onto Anoka Street. The analysis will

also examine the operation of the Bank/Heron intersection. The time periods for the analysis

would be for the existing traffic counts and the expected traffic at the year 2017 at the

completion of the development, and at the year 2022 which represents five years beyond

completion. The analysis will use the Highway Capacity Software, which utilizes the

intersection capacity analysis procedure as documented in the Highway Capacity Manual 2010.

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 95th percentile queue at the lane approach. The 95

th

percentile queue length is the calculated 95th greatest queue length out of 100 occurrences at a

movement during a 15-minute peak period. The 95th percentile queue length is a function of the


9

FIGURE 3.2

WEEKDAY PEAK AM AND PM HOUR SITE GENERATED TRIPS


10

capacity of a movement and the total expected traffic, with the calculated value determining the

magnitude of the queue by representing the queue length as fractions of vehicles.

For a signalized intersection, the operation or level of service of an intersection is determined

from the volume to capacity ratio (v/c) for each lane movement as documented by the City of

Ottawa in the Transportation Impact Study Assessment Guidelines, October 2006. The

following relates the level of service with the volume to capacity ratio at each lane movement.

LEVEL OF SERVICE VOLUME TO CAPACITY RATIO

Level of Service A 0 to 0.60

Level of Service B 0.61 to 0.70

Level of Service C 0.71 to 0.80

Level of Service D 0.81 to 0.90

Level of Service E 0.91 to 1.00

Level of Service F > 1.00

4.1 Background Traffic Volumes

The background traffic volumes along Bank Street and Heron Road would represent the

expected traffic volumes which would not include the expected trips from the proposed

office/retail development. The increase in background traffic was determined from historical

traffic counts taken by the City of Ottawa at the intersection of Bank Street and Heron Road.

The volume of traffic was compared between the July 4, 2001 and May 15, 2014 counts, with the

Annual Average Daily Traffic (AADT) determining that the traffic increased at an annual

compounded rate of 0.362 percent. The study has therefore assumed an annual compounded rate

of increase in traffic of 1.0 percent which would account for future development outside the

immediate area. The following are the background traffic growth factors which were applied to

the existing traffic counts (Figure 2.1) at all approaches to the intersections examined in the

study:

To 2017 To 2022

2014 Traffic Counts at 1% annual growth 1.030 1.083

Since the traffic along Bank Street at Anoka Street was balanced with the 2014 Bank/Heron

intersection, the growth factors above were applied to all approaches to the Anoka/Bank

intersection. The expected traffic at the Collins/Bank intersection was also increased to reflect

the expected future traffic from the proposed development at 1637 Bank Street (Collins/Bank

intersection). Figure 4.1 shows the expected 2017 traffic and Figure 4.2 the 2022 background

traffic volumes (excluding the expected trips from the proposed development).

4.2 Total Traffic Volumes

The total expected 2017 and 2022 weekday peak AM and PM hour traffic was determined by the

addition of the site trips from the proposed development which are shown in Figure 3.2, and the

background traffic shown in Figures 4.1 and Figure 4.2. The result is the expected total traffic

volumes which will be examined in the study and are shown in Figure 4.3 and Figure 4.4.


11

FIGURE 4.1

YEAR 2017 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC


12

FIGURE 4.2

YEAR 2022 WEEKDAY PEAK AM AND PM HOUR BACKGROUND TRAFFIC


13

FIGURE 4.3

YEAR 2017 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC


14

FIGURE 4.4

YEAR 2022 WEEKDAY PEAK AM AND PM HOUR TOTAL TRAFFIC


15

4.3 Traffic Analysis

The Transportation Brief has determined the existing and future operation of the Anoka/Bank

and Bank/Heron intersections, and examined the impact that the Anoka/Bank intersection would

have on the operation of the site access. The time period for the analysis would be the weekday

peak AM and PM hours of the adjacent roads for the existing traffic counts and expected traffic

at the years 2017 and 2022. The results of the analysis are discussed in detail in the following

sections:

Anoka Street and Bank Street Intersection

The Anoka/Bank intersection is located west of the site access onto Anoka Street. The

Anoka/Bank intersection is a “T” intersection with Bank Street forming the northbound and

southbound approaches, and Anoka Street the westbound stop controlled approach. The turning

movements to/from Anoka Street are controlled to right-in/right-out movements by a raised

median along the centre of Bank Street. Southbound trips entering the site are expected to turn

left onto Collins Avenue or make a U Turn on Bank Street at Collins Avenue. Trips exiting the

site and travelling southbound are expected to access Bank Street from left turn movements from

the Erie/Bank intersection which is controlled by traffic signals and contains sufficient capacity

for the additional westbound left turn movements.

The operational analysis using the existing 2015 traffic along Anoka Street and 2014 along Bank

Street determined that the westbound Anoka right turn movement functions at a Level of Service

(LoS) “B” during both the peak AM and PM hours. The 95th percentile queue at the westbound

Anoka Street approach would be 0.11 vehicles with an approach delay of 13.6 seconds during

the peak AM hour. Table 4.1 summarizes the existing operation of the intersection with the

analysis sheets provided in the Appendix as Exhibit 3 for the peak AM hour and Exhibit 4 for the

peak PM hour.

TABLE 4.1

ANOKA/BANK – LoS & Delay

Intersection Approach

WEEKDAY PEAK AM HR. YEAR 2014 2017 (2022)

WEEKDAY PEAK PM HR. YEAR 2014 2017 (2022)

LoS Delay (sec.) LoS Delay (sec.)

WB Right - Anoka Street B B (B) 13.6 14.0 (14.4) B B (B) 11.7 12.0 (12.3)

At the year 2017 when the development is expected to be completed, the westbound Anoka right

turn movement is expected to function at a LoS “B” during both the peak AM and PM hours.

Table 4.1 summarizes the operation of the intersection with the analysis sheets provided as

Exhibit 5 and 6.


16

The westbound Anoka right turn movement is expected to continue to operate at a LoS “B”

during both the 2022 peak AM and PM hours with an approach delay of 14.4 seconds which

occurred during the peak AM hour. The westbound approach would experience a 95th percentile

queue of 0.13 vehicles during the peak AM hour which would not interfere with the operation of

the site access which is located 50 m east of the curb line of the intersection (7 vehicles). The

operation of the intersection is summarized in Table 4.1 with the analysis provided as Exhibit 7

and Exhibit 8.

There would be no requirement for modification to the Anoka/Bank intersection due to the

additional trips from the site.

Bank Street and Heron Road Intersection

The intersection of Bank Street and Heron Road is controlled by traffic signals with four phases

during the peak AM and PM hours. Bank Street forms the northbound and southbound

approaches, and Heron Road the eastbound and westbound approaches. All approaches have

exclusive left turn lanes, two through lanes, and exclusive or shared right turn lanes. The

intersection currently functions at a LoS “E” during both the peak AM and PM hours using the

2014 traffic counts and existing traffic signal timing plan obtained from the City of Ottawa. The

operation of the intersection is summarized in Table 4.2 with the analysis sheets provided as

Exhibit 9 for the peak AM hour and Exhibit 10 for the peak PM hour.

TABLE 4.2

BANK/HERON – LoS & Volume to Capacity (v/c)

Intersection Approach

WEEKDAY PEAK AM HR. YEAR 2014 2017 (2022)

WEEKDAY PEAK PM HR. YEAR 2014 2017 (2022)

LoS v/c LoS v/c

EB Left – Heron Road E E (F) 0.97 1.00 (1.05) D D (E) 0.87 0.89 (0.94)

EB Through – Heron Road A A (A) 0.49 0.51 (0.54) C C (D) 0.78 0.80 (0.84)

WB Left – Heron Road A A (A) 0.29 0.34 (0.37) C E (F) 0.74 0.89 (1.14)

WB Through – Heron Road F F (F) 1.03 1.06 (1.12) F F (F) 1.06 1.10 (1.15)

WB Right – Heron Road A A (A) 0.20 0.21 (0.24) A A (A) 0.17 0.18 (0.20)

NB Left – Bank Street C C (C) 0.72 0.75 (0.79) A A (B) 0.55 0.58 (0.61)

NB Through – Bank Street B B (C) 0.66 0.68 (0.71) B B (B) 0.61 0.63 (0.67)

SB Left – Bank Street E E (F) 0.93 0.97 (1.01) D D (D) 0.81 0.84 (0.88)

SB Right – Bank Street A A (A) 0.47 0.49 (0.52) E E (F) 0.94 0.97 (1.02)

Total Intersection E E (F) 0.87 0.88 (0.99) E F (F) 0.97 1.00 (1.04)


17

As the background traffic increases, the operation of the intersection decreases. The operational

analysis determined that the intersection would operate at a LoS “E” during the 2017 peak AM

hour and a LoS “F” during the peak PM hour. Table 4.2 summarizes the operation of the

intersection with the analysis provided as Exhibit 11 and 12.

At the year 2022 which represents five years beyond completion of the development, the

intersection was determined to function at a LoS “F” during both the peak AM and PM hour time

periods. The northbound Bank Street through and right turn movements would require vehicular

storage for potential queuing of approximately 150 m during the peak AM hour and 120 m

during the peak PM hour. The Anoka/Bank intersection is located approximately 65 m south of

the stop bar at the northbound approach to the Bank/Heron intersection. The northbound queue

may periodically extend past the Anoka/Bank intersection during peak hours resulting in a

further delay for the westbound Anoka Street right turn movements onto Bank Street. The queue

would clear every signal cycle. The small volume of trips generated by the site and assigned to

the Bank/Heron intersection would result in a minor impact on the operation of the intersection.

Table 4.2 summarizes the operation of the intersection with the analysis provided as Exhibit 13

and Exhibit 14.

There would be no requirement for modification to the Bank/Heron intersection due to the

additional trips from the site.

4.4 Site Circulation

The site would have one access onto Anoka Street located approximately 50 m east of Bank

Street. The access would be 6.7 m in width and would provide one lane entering and one lane

exiting the site.

The Site Plan provides 20 parking spaces including 1 barrier free space which are all easily

accessible from the parking lot aisles. The layout of the parking lot provides an efficient

movement of vehicles throughout the site.

The Site Plan provides a connection from the building accesses to the existing sidewalk along

Bank Street, and a connection to the proposed sidewalk along Anoka Street which will be

extended from Bank Street to the site access. There will be good pedestrian access to the parking

lot from the building accesses.

4.5 Transportation Demand Management (TDM)

The City of Ottawa is implementing Transportation Demand Management (TDM) measures as a

plan to reduce peak hour traffic along the City’s transportation network. The site comprises of

an office and retail component which can take advantage of all modes of transportation. The Site

Plan does serve the principals of TDM by locating the site in close proximity to pedestrian,

cycling and transit facilities. The following will list the facilities which would reduce the

volumes of peak hour vehicular traffic:

1. The site is located on Bank Street with direct access to the municipal sidewalks along Bank Street and Heron Road. The site is in close proximity to residential development


18

which has the potential to reduce vehicular trips for both office and retail uses. The

sidewalks also provide safe access to other retail and restaurants in the area.

2. OC Transpo Regular Route 1 travels along Bank Street providing access to downtown routes and the Greenboro Transit Station at South Keys. The site is also approximately

one kilometer from the Heron Transitway stop.

3. Bank Street, Heron Road and Alta Vista Drive are all designated as primary cycling routes in the City of Ottawa Transportation Master Plan (TMP). The Site Plan provides

a bicycle rack for the storage of 4 bicycles near the Anoka Street entrance to the building.

5. FINDINGS AND RECOMMENDATIONS

A Site Plan has been prepared for the owners of land at the 1625 Bank Street property which is

located at the southeast corner of the Anoka/Bank intersection. The site comprises of two

municipal lots at 1625 and 1629 Bank Street. The proposal is to replace the two existing

residential homes with a two storey building which will contain retail on the ground floor and an

office use on the second floor. The site will have one access onto Anoka Street with 20 on-site

parking spaces which includes 1 barrier free space.

The Transportation Brief has examined the operation of the Anoka/Bank and Bank/Heron

intersections and the impact that the Anoka/Bank intersection may have on the operation of the

site access onto Anoka Street. The analysis was completed for the existing 2014/2015 traffic

counts, for the expected 2017 traffic at the completion of the development, and at the year 2022

which represents five years beyond completion. The time period of the analysis would be the

weekday peak AM and PM hour traffic of the adjacent roads which is when the peak hour of site

trips are expected. The findings and recommendations of the study are summarized in the

following:

1) The trip generation analysis determined that the development would generate 4 new trips entering and 1 trip exiting the site during the peak AM hour, and 5 new trips entering and

9 trips exiting the site during the peak PM hour. The number of new site generated trips

would not trigger the requirement of a Transportation Impact Assessment report as

documented in the City of Ottawa Transportation Impact Assessment Guidelines. This

Transportation Brief was prepared to assess the impact of the new development on the

adjacent roads.

2) The site access onto Anoka Street would be constructed as a private approach with a width of 6.7 m. The access would have one lane entering and one lane exiting the site.

The access would be located approximately across from a residential driveway on the

north side of Anoka Street. There would be no requirement for roadway modifications to

Anoka Street at the site access.

3) The traffic impact analysis examined the operation of the Anoka/Bank intersection utilizing the existing lane geometry and traffic controls. The operation analysis

determined that the proposed development would have a minor impact on the operation


19

of the intersection with the expected 2022 level of service of the intersection remaining

the same as that of the existing traffic counts. The westbound Anoka Street approach

would not produce a queue which would interfere with the operation of the site access

onto Anoka Street. There would be no requirement for intersection modifications due to

the development of the site.

4) The Bank/Heron intersection is located north of the site. The operational analysis used the existing lane geometry and traffic signal timing plan. The analysis determined that

the intersection currently (2014 counts) functions at a Level of Service “E” during both

peak AM and PM hours. With the increasing background traffic from future

development, the expected 2022 Level of Service would decrease to an “F” during both

the peak AM and PM hours which would result in longer queuing and delays at the

approaches. The site would add few trips to the intersection and the minor impact would

not be responsible for any future intersection modifications.

5) Site trips assigned to the south would likely use the intersection of Erie/Bank which is controlled by traffic signals. The intersection contains sufficient capacity for the

expected site trips destined to the south along Bank Street.

6) A Transportation Brief Check List is provided in the Appendix as Exhibit 15.

Prepared by:

David J. Halpenny, M. Eng., P. Eng.


20

APPENDIX

TRAFFIC COUNTS

OPERATIONAL ANALYSIS WORK SHEETS

TRANSPORTATION BRIEF - CHECKLIST


21

EXHIBIT 1

2014 PEAK AM HOUR TRAFFIC COUNT – BANK/HERON


22

2014 PEAK PM HOUR TRAFFIC COUNT – BANK/HERON


23

EXHIBIT 2

2014 PEAK AM HOUR TRAFFIC COUNT – BANK/ERIE


24

2014 PEAK PM HOUR TRAFFIC COUNT – BANK/ERIE


25

EXHIBIT 3

2014 PEAK AM HOUR TOTAL TRAFFIC – ANOKA/BANK

HCS+: Unsignalized Intersections Release 5.6 _______________________TWO-WAY STOP CONTROL SUMMARY___________________________ Analysis Time Period: Peak AM Hour Intersection: Bank/Anoka Analysis Year: Year 2014 Project ID: Office/Retail Development - 1625/1629 Bank Street East/West Street: Anoka Street North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 ______________________Vehicle Volumes and Adjustments_________________________ Major Street: Approach Northbound Southbound Movement 1 2 3 | 4 5 6 L T R | L T R ______________________________________________________________________________ Volume 1320 2 557 Peak-Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 1434 2 605 Percent Heavy Vehicles -- -- -- -- Median Type/Storage Undivided / RT Channelized? Lanes 2 0 2 Configuration T TR T Upstream Signal? No No ______________________________________________________________________________ Minor Street: Approach Westbound Eastbound Movement 7 8 9 | 10 11 12 L T R | L T R ______________________________________________________________________________ Volume 14 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 15 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R ______________________________________________________________________________ __________________Delay, Queue Length, and Level of Service___________________ Approach NB SB Westbound Eastbound Movement 1 4 | 7 8 9 | 10 11 12 Lane Config | R | ______________________________________________________________________________ v (vph) 15 C(m) (vph) 432 v/c 0.03 95% queue length 0.11 Control Delay 13.6 LOS B Approach Delay 13.6 Approach LOS B ______________________________________________________________________________


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EXHIBIT 4

2014 PEAK PM HOUR TOTAL TRAFFIC – ANOKA/BANK

HCS+: Unsignalized Intersections Release 5.6 _______________________TWO-WAY STOP CONTROL SUMMARY___________________________ Analysis Time Period: Peak PM Hour Intersection: Bank/Anoka Analysis Year: Year 2014 Project ID: Office/Retail Development - 1625/1629 Bank Street East/West Street: Anoka Street North/South Street: Bank Street Intersection Orientation: NS Study period (hrs): 0.25 ______________________Vehicle Volumes and Adjustments_________________________ Major Street: Approach Northbound Southbound Movement 1 2 3 | 4 5 6 L T R | L T R ______________________________________________________________________________ Volume 983 6 1280 Peak-Hour Factor, PHF 0.92 0.92 0.92 Hourly Flow Rate, HFR 1068 6 1391 Percent Heavy Vehicles -- -- -- -- Median Type/Storage Undivided / RT Channelized? Lanes 2 0 2 Configuration T TR T Upstream Signal? No No ______________________________________________________________________________ Minor Street: Approach Westbound Eastbound Movement 7 8 9 | 10 11 12 L T R | L T R ______________________________________________________________________________ Volume 11 Peak Hour Factor, PHF 0.92 Hourly Flow Rate, HFR 11 Percent Heavy Vehicles 0 Percent Grade (%) 0 0 Flared Approach: Exists?/Storage / / Lanes 1 Configuration R ______________________________________________________________________________ __________________Delay, Queue Length, and Level of Service___________________ Approach NB SB Westbound Eastbound Movement 1 4 | 7 8 9 | 10 11 12 Lane Config | R | ______________________________________________________________________________ v (vph) 11 C(m) (vph) 548 v/c 0.02 95% queue length 0.06 Control Delay 11.7 LOS B Approach Delay 11.7 Approach LOS B ______________________________________________________________________________


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EXHIBIT 5




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EXHIBIT 6




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EXHIBIT 7




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EXHIBIT 8




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EXHIBIT 9

2014 PEAK AM HOUR TOTAL TRAFFIC – BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak AM Hour Year: Year 2014 Project ID: Office/Retail Development - 1625/1629 Bank Street E/W St: Heron Road N/S St: Bank Street _________________________SIGNALIZED INTERSECTION SUMMARY_______________________ | Eastbound | Westbound | Northbound | Southbound | | L T R | L T R | L T R | L T R | |_______________|_______________|_______________|_______________| No. Lanes | 1 2 0 | 1 2 1 | 2 2 0 | 1 2 0 | LGConfig | L T | L T R | L T | L T | Volume |228 705 |55 1032 167 |549 779 |119 313 | Lane Width |3.6 3.6 |3.6 3.6 3.6 |3.6 3.6 |3.6 3.6 | RTOR Vol | | 80 | | | _______________________________________________________________________________ Duration 0.25 Area Type: All other areas ______________________________Signal Operations________________________________ Phase Combination 1 2 3 4 | 5 6 7 8 EB Left A P | NB Left A A Thru A P | Thru A P Right | Right Peds X X | Peds X X WB Left P | SB Left A Thru P | Thru P Right P | Right Peds X | Peds X NB Right | EB Right SB Right | WB Right Green 8.7 38.6 9.0 8.0 25.6 Yellow 3.3 3.3 3.3 3.3 3.3 All Red 1.0 3.1 3.2 3.2 3.1 Cycle Length: 120.0 secs _________________________CAPACITY AND LOS WORKSHEET____________________________ Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/C) (c) Ratio _______________________________________________________________________________ Eastbound Prot 196 1676 # 0.12 0.117 196 1.00 Perm 52 157 0.33 0.375 60 0.87 Left L 248 0.49 256 0.97 Prot Perm Thru T 766 3264 0.23 0.47 1548 0.49 Right Westbound Prot Perm Left L 60 620 0.10 0.33 205 0.29 Prot Perm Thru T 1122 3295 # 0.34 0.33 1087 1.03 Right R 95 1417 0.07 0.33 468 0.20 Northbound Prot Perm Left L 597 3193 0.19 0.26 825 0.72 Prot Perm Thru T 847 3264 # 0.26 0.40 1292 0.66 Right Southbound Prot Perm Left L 129 1660 # 0.08 0.08 138 0.93 Prot Perm Thru T 340 3264 0.10 0.22 724 0.47 Right _______________________________________________________________________________ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.79 Total lost time per cycle, L = 11.00 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.87


32

EXHIBIT 10

2014 PEAK PM HOUR TOTAL TRAFFIC – BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak PM Hour Year: Year 2014 Project ID: Office/Retail Development - 1625/1629 Bank Street E/W St: Heron Road N/S St: Bank Street _________________________SIGNALIZED INTERSECTION SUMMARY_______________________ | Eastbound | Westbound | Northbound | Southbound | | L T R | L T R | L T R | L T R | |_______________|_______________|_______________|_______________| No. Lanes | 1 2 0 | 1 2 1 | 2 2 0 | 1 2 0 | LGConfig | L T | L T R | L T | L T | Volume |241 976 |61 799 118 |419 538 |256 838 | Lane Width |3.6 3.6 |3.6 3.6 3.6 |3.6 3.6 |3.6 3.6 | RTOR Vol | | 60 | | | _______________________________________________________________________________ Duration 0.25 Area Type: All other areas ______________________________Signal Operations________________________________ Phase Combination 1 2 3 4 | 5 6 7 8 EB Left A P | NB Left A Thru A P | Thru P Right | Right Peds X X | Peds X WB Left P | SB Left A Thru P | Thru P Right P | Right Peds X | Peds X NB Right | EB Right SB Right | WB Right Green 13.7 30.6 25.5 36.6 Yellow 3.3 3.3 3.3 3.3 All Red 1.0 3.1 3.2 3.1 Cycle Length: 130.0 secs _________________________CAPACITY AND LOS WORKSHEET____________________________ Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/C) (c) Ratio _______________________________________________________________________________ Eastbound Prot 247 1693 # 0.15 0.146 247 1.00 Perm 15 193 0.08 0.285 55 0.27 Left L 262 0.43 302 0.87 Prot Perm Thru T 1061 3295 0.32 0.41 1366 0.78 Right Westbound Prot Perm Left L 66 368 0.18 0.24 89 0.74 Prot Perm Thru T 868 3360 # 0.26 0.24 817 1.06 Right R 63 1515 0.04 0.24 368 0.17 Northbound Prot Perm Left L 455 3256 0.14 0.25 824 0.55 Prot Perm Thru T 585 3327 0.18 0.29 962 0.61 Right Southbound Prot Perm Left L 278 1676 # 0.17 0.20 342 0.81 Prot Perm Thru T 911 3360 # 0.27 0.29 972 0.94 Right _______________________________________________________________________________ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.84 Total lost time per cycle, L = 17.40 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.97


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EXHIBIT 11

2017 PEAK AM HOUR TOTAL TRAFFIC – BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak AM Hour Year: Year 2017 Project ID: Office/Retail Development - 1625/1629 Bank Street E/W St: Heron Road N/S St: Bank Street _________________________SIGNALIZED INTERSECTION SUMMARY_______________________ | Eastbound | Westbound | Northbound | Southbound | | L T R | L T R | L T R | L T R | |_______________|_______________|_______________|_______________| No. Lanes | 1 2 0 | 1 2 1 | 2 2 0 | 1 2 0 | LGConfig | L T | L T R | L T | L T | Volume |235 727 |62 1064 172 |567 804 |123 328 | Lane Width |3.6 3.6 |3.6 3.6 3.6 |3.6 3.6 |3.6 3.6 | RTOR Vol | | 80 | | | _______________________________________________________________________________ Duration 0.25 Area Type: All other areas ______________________________Signal Operations________________________________ Phase Combination 1 2 3 4 | 5 6 7 8 EB Left A P | NB Left A A Thru A P | Thru A P Right | Right Peds X X | Peds X X WB Left P | SB Left A Thru P | Thru P Right P | Right Peds X | Peds X NB Right | EB Right SB Right | WB Right Green 8.7 38.6 9.0 8.0 25.6 Yellow 3.3 3.3 3.3 3.3 3.3 All Red 1.0 3.1 3.2 3.2 3.1 Cycle Length: 120.0 secs _________________________CAPACITY AND LOS WORKSHEET____________________________ Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/C) (c) Ratio _______________________________________________________________________________ Eastbound Prot 196 1676 # 0.12 0.117 196 1.00 Perm 59 157 # 0.38 0.375 60 0.98 Left L 255 0.49 256 1.00 Prot Perm Thru T 790 3264 0.24 0.47 1548 0.51 Right Westbound Prot Perm Left L 67 606 0.11 0.33 200 0.34 Prot Perm Thru T 1157 3295 0.35 0.33 1087 1.06 Right R 100 1417 0.07 0.33 468 0.21 Northbound Prot Perm Left L 616 3193 0.19 0.26 825 0.75 Prot Perm Thru T 874 3264 # 0.27 0.40 1292 0.68 Right Southbound Prot Perm Left L 134 1660 # 0.08 0.08 138 0.97 Prot Perm Thru T 357 3264 0.11 0.22 724 0.49 Right _______________________________________________________________________________ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.84 Total lost time per cycle, L = 5.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.88


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EXHIBIT 12



35

EXHIBIT 13

2022 PEAK AM HOUR TOTAL TRAFFIC – BANK/HERON HCS+: Signalized Intersections Release 5.4 Analyst: Inter.: Bank/Heron Period: Peak AM Hour Year: Year 2022 Project ID: Office/Retail Development - 1625/1629 Bank Street E/W St: Heron Road N/S St: Bank Street _________________________SIGNALIZED INTERSECTION SUMMARY_______________________ | Eastbound | Westbound | Northbound | Southbound | | L T R | L T R | L T R | L T R | |_______________|_______________|_______________|_______________| No. Lanes | 1 2 0 | 1 2 1 | 2 2 0 | 1 2 0 | LGConfig | L T | L T R | L T | L T | Volume |247 764 |65 1118 181 |596 845 |129 344 | Lane Width |3.6 3.6 |3.6 3.6 3.6 |3.6 3.6 |3.6 3.6 | RTOR Vol | | 80 | | | _______________________________________________________________________________ Duration 0.25 Area Type: All other areas ______________________________Signal Operations________________________________ Phase Combination 1 2 3 4 | 5 6 7 8 EB Left A P | NB Left A A Thru A P | Thru A P Right | Right Peds X X | Peds X X WB Left P | SB Left A Thru P | Thru P Right P | Right Peds X | Peds X NB Right | EB Right SB Right | WB Right Green 8.7 38.6 9.0 8.0 25.6 Yellow 3.3 3.3 3.3 3.3 3.3 All Red 1.0 3.1 3.2 3.2 3.1 Cycle Length: 120.0 secs _________________________CAPACITY AND LOS WORKSHEET____________________________ Capacity Analysis and Lane Group Capacity Adj Adj Sat Flow Green --Lane Group-- Appr/ Lane Flow Rate Flow Rate Ratio Ratio Capacity v/c Mvmt Group (v) (s) (v/s) (g/C) (c) Ratio _______________________________________________________________________________ Eastbound Prot 196 1676 # 0.12 0.117 196 1.00 Perm 72 157 # 0.46 0.375 60 1.20 Left L 268 0.49 256 1.05 Prot Perm Thru T 830 3264 0.25 0.47 1548 0.54 Right Westbound Prot Perm Left L 71 582 0.12 0.33 192 0.37 Prot Perm Thru T 1215 3295 0.37 0.33 1087 1.12 Right R 110 1417 0.08 0.33 468 0.24 Northbound Prot Perm Left L 648 3193 0.20 0.26 825 0.79 Prot Perm Thru T 918 3264 # 0.28 0.40 1292 0.71 Right Southbound Prot Perm Left L 140 1660 # 0.08 0.08 138 1.01 Prot Perm Thru T 374 3264 0.11 0.22 724 0.52 Right _______________________________________________________________________________ Sum of flow ratios for critical lane groups, Yc = Sum (v/s) = 0.94 Total lost time per cycle, L = 5.60 sec Critical flow rate to capacity ratio, Xc = (Yc)(C)/(C-L) = 0.99


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EXHIBIT 14



37

EXHIBIT 15

TRANSPORTATION BRIEF - CHECKLIST


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office/retail development 1625 bank street ottawa, …

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